2014 MY OBD System Operation Summary for Gasoline Engines

Transcription

1 2014 MY OBD System Operation Summary for Gasoline Engines Table of Contents Introduction OBD-I, OBD-II, HD OBD and EMD... 4 Catalyst Efficiency Monitor... 6 Misfire Monitor EVAP System Monitor dia. Vacuum Leak Check EVAP System Monitor dia. Engine Off Natural Vacuum EVAP System Monitor Component Checks Evap Switching Valve (EVAPSV) Diagnostics Blocked Purge Line Diagnostics Single Path Purge Check Valve Diagnostics Dual Path Purge Check Valve Diagnostics Fuel System Monitor FAOSC (Rear Fuel Trim) Monitor Air Fuel Ratio Imbalance Monitor Flex Fuel Operation Front HO2S Monitor Front HO2S Signal Front HO2S Heaters Front UEGO Monitor Front UEGO Signal Front UEGO Slow/Delayed Response Monitor (2010 MY+) UEGO Heaters Rear HO2S Monitor Rear HO2S Signal Rear HO2S Decel Fuel Shut Off Response Test (2009 MY+) Rear HO2S Heaters ESM DPFE EGR System Monitor Ford Motor Company Revision Date: July 30, 2013 Page 1 of 261

2 Stepper Motor EGR System Monitor PCV System Monitor PCV System Monitor (GTDI With Speed Density) Enhanced Thermostat Monitor Cold Start Emission Reduction Component Monitor Cold Start Emission Reduction System Monitor Variable Cam Timing System Monitor Gasoline Direct Injection Intake Air Temperature 1 Sensor (IAT1) Charge Air Cooler Temperature Sensor (CACT) Intake Air Temperature 2 Sensor (IAT2) IAT1, CACT, IAT2 Key-Up Correlation Check IAT1, CACT, IAT2 Out of Range Hot Check Barometric Pressure Sensor (BARO) Turbocharger Boost Sensor A (TCB-A) Intake Manifold Pressure (MAP) Sensor BARO, TCB-A, MAP Sensor 3-Way Correlation Check at Key-Up BARO, TCB-A and TCB-A, MAP Sensor 2-Way Correlation Check Compressor Bypass Valve(s) Wastegate Pneumatic Solenoid Valve Vacuum Actuated Wastegate System Wastegate Control Pressure Sensor Boost Control Fuel Injectors, Gasoline Direct Injection Fuel Volume Regulator Fuel Rail Pressure Sensor Fuel Rail Pressure Control Fuel Rail Pressure Control (Cranking) Fuel Rail Pressure Control (CSER) Electronic Throttle Control Accelerator, Brake and Throttle Position Sensor Inputs Electronic Throttle Monitor Throttle Plate Position Controller (TPPC) Outputs Stop Start Stop Start Overview Stop Start Diagnostics Stop Start Enable Conditions: Stop Start Disable Conditions: Stop Start Customer Interface Ford Motor Company Revision Date: July 30, 2013 Page 2 of 261

3 Stop Start Button Comprehensive Component Monitor - Engine Engine Temperature Sensor Inputs IAT Rationality Test Fuel Rail Pressure Sensor Mass Air Flow Sensor Manifold Absolute Pressure Sensor MAF/MAP - TP Rationality Test Miscellaneous CPU Tests Engine Off Timer Monitor Central Vehicle Configuration Ignition System Tests Knock Sensor Engine Outputs Electronic Returnless Fuel System Mechanical Returnless Fuel System (MRFS) Single Speed Mechanical Returnless Fuel System (MRFS) Dual Speed Intake Manifold Runner Control Systems Intake Manifold Tuning Valve Systems Engine Cooling System Outputs Comprehensive Component Monitor - Transmission Transmission Inputs Transmission Outputs R75E (RWD) Transmission R110W (RWD) Transmission R80 (RWD) Transmission with external PCM or TCM F55 (FWD) Transmission F35 (FWD) Transmission with external PCM or TCM DPS6 (FWD) Transmission R140 (RWD) Transmission with PCM or external TCM On Board Diagnostic Executive Exponentially Weighted Moving Average I/M Readiness In-Use Monitor Performance Ratio Catalyst Temperature Model Serial Data Link MIL Illumination Calculated Load Value Ford Motor Company Revision Date: July 30, 2013 Page 3 of 261

4 Introduction OBD-I, OBD-II, HD OBD and EMD OBD-I Systems OBD-I vehicles use the same PCM, CAN serial data communication link, J1962 Data Link Connector, and PCM software as the corresponding OBD-II vehicle. The only difference is the possible removal of the rear oxygen sensor(s), fuel tank pressure sensor, canister vent solenoid, and a different PCM calibration. Starting in the 2006 MY, all Federal vehicles from 8,500 to 14,000 lbs. GVWR will have been phased into OBD-II and OBD-I systems will no longer be utilized in vehicles up to 14,000 lbs GVWR. OBD-II Systems On Board Diagnostics II - Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles and Engines certified under title 13, CCR section California OBD-II applies to all California and "CAA Sec. 177 States" for gasoline engine vehicles up to 14,000 lbs. Gross Vehicle Weight Rating (GVWR) starting in the 1996 MY and all diesel engine vehicles up to 14,000 lbs. GVWR starting in the 1997 MY. "CAA Sec. 177 States" or "California States" are states that have adopted and placed into effect the California Air Resources Board (CARB) regulations for a vehicle class or classes in accordance with Section 177 of the Clean Air Act.. At this time, CAA Sec. 177 States" are Massachusetts, New York, Vermont and Maine for 2004, Rhode Island, Connecticut, Pennsylvania for 2008, New Jersey, Washington, Oregon for 2009, Maryland for 2011, Delaware for 2014 and New Mexico for These States receive California-certified vehicles for passenger cars and light trucks, and medium-duty vehicles, up to 14,000 lbs. GVWR." Federal OBD applies to all gasoline engine vehicles up to 8,500 lbs. GVWR starting in the 1996 MY and all diesel engine vehicles up to 8,500 lbs. GVWR starting in the 1997 MY. US Federal only OBD-certified vehicles may use the US Federal allowance to certify to California OBD II but then turn off/disable 0.020" evap leak detection). Starting in the 2004 MY, Federal vehicle over 8,500 lbs. are required to phase in OBD-II. Starting in 2004 MY, gasoline-fueled Medium Duty Passenger Vehicles (MDPVs) are required to have OBD-II. By the 2006 MY, all Federal vehicles from 8,500 to 14,000 lbs. GVWR will have been phased into OBD-II. OBD-II system implementation and operation is described in the remainder of this document. Heavy Duty OBD Systems Heavy Duty On-Board Diagnostics - Heavy-duty engines (>14,000 GVWR) certified to HD OBD under title 13, CCR section (d)(7.1.1) or (7.2.2) (i.e., 2010 and beyond model year diesel and gasoline engines that are subject to full HD OBD) Starting in the 2010 MY, California and Federal gasoline-fueled and diesel fueled on-road heavy duty engines used in vehicles over 14,000 lbs. GVWR are required to phase into HD OBD. The phase-in starts with certifying one engine family to HD OBD in the 2010 MY. (2010 MY 6.8L 3V Econoline) By the 2013 MY, all engine families must certify to the HD OBD requirements. Vehicles/engines that do not comply with HD OBD during the phase-in period must comply with EMD+. Ford Motor Company Revision Date: July 30, 2013 Page 4 of 261

5 EMD Systems Engine Manufacturer Diagnostics (EMD) Heavy duty vehicles (>14,000 GVWR) certified to EMD under title 13, CCR section 1971 (e.g., model year diesel and gasoline engines) Engine Manufacturer Diagnostics (EMD) applies to all 2007 MY and beyond California gasoline-fueled and diesel fueled on-road heavy duty engines used in vehicles over 14,000 lbs Gross Vehicle Weight Rating (GVWR). EMD systems are required to functionally monitor the fuel delivery system, exhaust gas recirculation system, particulate matter trap, as well as emission related ECM input inputs for circuit continuity and rationality, and emission-related outputs for circuit continuity and functionality. For gasoline engines, which have no PM trap, EMD requirements are very similar to current OBD-I system requirements. As such, OBD-I system philosophy will be employed, the only change being the addition of some comprehensive component monitor (CCM) rationality and functionality checks. Engine Manufacturer Diagnostics Enhanced (EMD+) - Heavy-duty engines (>14,000 GVWR) certified to EMD+ under title 13, CCR section (e.g., model year diesel and gasoline engines not certified to HD OBD, model year alternate fuel engines) Starting in the 2010 MY, EMD was updated to require functional monitoring of the NOx aftertreatment system on gasoline engines. This requirement is commonly known as EMD+. EMD+ vehicles use that same PCM, CAN serial data communication link, J1962 Data Link Connector, and PCM software as the corresponding OBD-II vehicle. The only difference is the possible removal of the fuel tank pressure sensor, canister vent solenoid, and a different PCM calibration. The following list indicates what monitors and functions have been altered from OBD-II for EMD calibrations: Monitor / Feature Catalyst Monitor Misfire Monitor Oxygen Sensor Monitor EGR/VVT Monitor Fuel System Monitor Secondary Air Monitor Evap System Monitor PCV Monitor Thermostat Monitor Comprehensive Component Monitor Communication Protocol and DLC MIL Control Calibration Functional catalyst monitor required starting in the 2010 MY to meet EMD+. Calibrated in for service, all DTCs are non-mil. Catalyst damage misfire criteria calibrated out, emission threshold criteria set to 4%, enabled between 150 o F and 220 o F, 254 sec start-up delay. Front O2 sensor "lack of switching" tests and all circuit and heater tests calibrated in, response/delay test calibrated out. Rear O2 sensor functional tests and all circuit and heater tests calibrated in, response/delay test calibrated out. Same as OBD-II calibration except that P0402 test uses slightly higher threshold. Fuel monitor and FAOSC monitor (rear fuel trim for UEGO systems) same as OBD-II calibration, A/F imbalance monitor calibrated out. Not applicable, AIR not used. Evap system leak check calibrated out, fuel level input circuit checks retained as non- MIL. Fuel tank pressure sensor and canister vent solenoid may be deleted. Same hardware and function as OBD-II. Thermostat monitor calibrated out. All circuit checks, rationality and functional tests same as OBD-II. Same as OBD-II, all generic and enhanced scan tool modes work the same as OBD-II but reflect the EMD calibration that contains fewer supported monitors. "OBD Supported" PID indicates EMD ($11). Same as OBD-II, it takes 2 driving cycles to illuminate the MIL. EMD system implementation and operation is a subset of OBD-II and is described in the remainder of this document. Ford Motor Company Revision Date: July 30, 2013 Page 5 of 261

6 Catalyst Efficiency Monitor The Catalyst Efficiency Monitor uses an oxygen sensor after the catalyst to infer the hydrocarbon efficiency based on oxygen storage capacity of the ceria and precious metals in the washcoat. Under normal, closed-loop fuel conditions, high efficiency catalysts have significant oxygen storage. This makes the switching frequency of the rear HO2S very slow and reduces the amplitude of those. As catalyst efficiency deteriorates due to thermal and/or chemical deterioration, its ability to store oxygen declines and the post-catalyst HO2S signal begins to switch more rapidly with increasing amplitude. The predominant failure mode for high mileage catalysts is chemical deterioration (phosphorus deposition on the front brick of the catalyst), not thermal deterioration. Index Ratio Method Using a Switching HO2S Sensor In order to assess catalyst oxygen storage, the catalyst monitor counts front HO2S switches during part-throttle, closed-loop fuel conditions after the engine is warmed-up and inferred catalyst temperature is within limits. Front switches are accumulated in up to three different air mass regions or cells. While catalyst monitoring entry conditions are being met, the front and rear HO2S signal lengths are continually being calculated. When the required number of front switches has accumulated in each cell (air mass region), the total signal length of the rear HO2S is divided by the total signal length of front HO2S to compute a catalyst index ratio. An index ratio near 0.0 indicates high oxygen storage capacity, hence high HC efficiency. An index ratio near 1.0 indicates low oxygen storage capacity, hence low HC efficiency. If the actual index ratio exceeds the threshold index ratio, the catalyst is considered failed. If the catalyst monitor does not complete during a particular driving cycle, the already-accumulated switch/signallength data is retained in Keep Alive Memory and is used during the next driving cycle to allow the catalyst monitor a better opportunity to complete, even under short or transient driving conditions. If the catalyst monitor runs to completion during a driving cycle, it will be allowed to run again and collect another set of data during the same driving cycle. This would allow the catalyst monitor to complete up to a maximum of two times per driving cycle, however, the in-use performance ratio numerator for the catalyst monitor will only be allowed to increment once per driving cycle. For example, if the catalyst monitor completes twice during the current driving cycle, the catalyst monitor in-use performance numerator will be incremented once during the current driving cycle and will incremented again for the second completion on the following driving cycle, after the catalyst monitor entry condition have been met. Index Ratio Method Using a Wide Range HO2S Sensor (UEGO) The switching HO2S control system compares the HO2S signals before and after the catalyst to assess catalyst oxygen storage. The front HO2S signal from UEGO control system is used to control to a target A/F ratio and does not have "switches" As a result, a new method of catalyst monitor is utilized. The UEGO catalyst monitor is an active/intrusive monitor. The monitor performs a calibratable second test during steady state rpm, load and engine air mass operating conditions at normal vehicle speeds. During the test, the fuel control system remains in closed loop, UEGO control with fixed system gains. In order to assess catalyst oxygen storage, the UEGO catalyst monitor is enabled during part-throttle, closed-loop fuel conditions after the engine is warmed-up and inferred catalyst temperature is within limits. While the catalyst monitoring entry conditions are being met, the rear HO2S signal length is continually being calculated. When the required total calibrated time has been accumulated, the total voltage signal length of the rear HO2S is divided by a calibrated threshold rear HO2S signal length to compute a catalyst index ratio. The threshold rear HO2S signal is calibrated as a function of air mass using a with a catalyst with no precious metal. This catalyst defines the worst case signal length because it has no oxygen storage. If the monitored catalyst has sufficient oxygen storage, little activity is observed on the rear HO2S voltage signal. An index ratio near 0.0 indicates high oxygen storage capacity, hence high HC/NOx efficiency. As catalyst oxygen storage degrades, the rear HO2S voltage signal activity increases. An index ratio near, 1.0 indicates low oxygen storage capacity, hence low HC/NOx efficiency. If the actual index ratio exceeds the calibrated threshold ratio, the catalyst is considered failed. Ford Motor Company Revision Date: July 30, 2013 Page 6 of 261

7 Voltage / INJON Fuel (lbm) Integrated Air/Fuel Method The Integrated Air/Fuel Catalyst Monitor assesses the oxygen storage capacity of a catalyst after a fuel cut event. The monitor integrates how much excess fuel is needed to drive the monitored catalyst to a rich condition starting from an oxygen-saturated, lean condition. Therefore, the monitor is a measure of how much fuel is required to force catalyst breakthrough from lean to rich. To accomplish this, the monitor runs during fuel reactivation following a Decel Fuel Shut Off (DFSO) event. The monitor completes after a calibrated number of DFSO monitoring events have occurred. The IAF catalyst monitor can be used with either a wide range O2 sensor (UEGO) or a conventional switching sensor (HEGO). Functionally, the equation is: IAF Fuel _ needed _ for _ stoich Fuel _ needed _ Fuel _ Measured for _ stoich where the units are in pounds mass of fuel. The monitor runs during reactivation fueling following an injector cut. The diagram below shows examples of one DFSO event with a threshold catalyst and with a Full Useful Life catalyst where: o o o o INJON = # of injectors on. CMS is the catalyst monitor sensor voltage. When the rear O2 sensor crosses 0.45 volts (i.e. rich) the monitor will complete for the given DFSO event. LAM (LAMBDA) is the front O2 sensor (UEGO) signal. CATMN_IAF_SUM is the integral from the equations above (Y axis on the right) Threshold Catalyst - IAF Catalyst Monitor Integration CATMN_IAF_SUM INJON CMS LAM CATMN_IAF_SUM Time (sec) In this example, CATMN_IAF_SUM is small because it doesn't take much fuel to break though a low oxygen storage threshold catalyst. Ford Motor Company Revision Date: July 30, 2013 Page 7 of 261

8 Voltage / INJON Fuel (lbm) Full Useful Life Catalyst - IAF Catalyst Monitor Integration CATMN_IAF_SUM INJON CMS LAM CATMN_IAF_SUM Time (sec) In this example, CATMN_IAF_SUM is much larger because it takes a substantial amount of fuel to break though a high oxygen storage threshold catalyst. There are two sets of entry conditions into the IAF catalyst monitor. The high level entry conditions determine that the monitor would like to run following the next injector fuel cut event. The lower level entry conditions determine that the fuel cut-off event was suitable for monitoring and the monitor will run as soon as the injectors come back on. 1. The high level entry conditions are met when: o o o There are no senor/hardware faults The base monitor entry conditions have been met (ECT, IAT, cat temp, fuel level, air mass) Required number of DFSO monitoring event have not yet completed 2. The lower level entry conditions are met when: o o o The injectors are off The catalyst is believed to be saturated with oxygen (rear O2 indicates lean) The catalyst/rear O2 has been rich at least once since the last monitor event. Ford Motor Company Revision Date: July 30, 2013 Page 8 of 261

9 General Catalyst Monitor Operation Rear HO2S sensors can be located in various ways to monitor different kinds of exhaust systems. In-line engines and many V-engines are monitored by individual bank. A rear HO2S sensor is used along with the front, fuelcontrol HO2S sensor for each bank. Two sensors are used on an in-line engine; four sensors are used on a V- engine. Some V-engines have exhaust banks that combine into a single underbody catalyst. These systems are referred to as Y-pipe systems. They use only one rear HO2S sensor along with the two front, fuel-control HO2S sensors. Y-pipe system use three sensors in all. For Y-pipe systems which utilize switching front O2 sensors, the two front HO2S sensor signals are combined by the software to infer what the HO2S signal would have been in front of the monitored catalyst. The inferred front HO2S signal and the actual single, rear HO2S signal is then used to calculate the switch ratio. Many vehicles monitor less than 100% of the catalyst volume often the first catalyst brick of the catalyst system. Partial volume monitoring is done on LEV-II vehicles in order to meet the 1.75 * emission-standard threshold for NMHC and NOx. The rationale for this practice is that the catalysts nearest the engine deteriorate first, allowing the catalyst monitor to be more sensitive and illuminate the MIL properly at lower emission standards. Many applications that utilize partial-volume monitoring place the rear HO2S sensor after the first light-off catalyst can or, after the second catalyst can in a three-can per bank system. (A few applications placed the HO2S in the middle of the catalyst can, between the first and second bricks.) The new Integrated Air/Fuel Catalyst Monitor can be used to monitor the entire catalyst volume, even on LEV-II vehicles. Index ratios for ethanol (Flex fuel) vehicles vary based on the changing concentration of alcohol in the fuel. The malfunction threshold typically increases as the percent alcohol increases. For example, a malfunction threshold of 0.5 may be used at E10 (10% ethanol) and 0.9 may be used at E85 (85% ethanol). The malfunction thresholds are therefore adjusted based on the % alcohol in the fuel. (Note: Normal gasoline is allowed to contain up to 10% ethanol (E10)). Vehicles with the Index Ratio Method Using a Switching HO2S Sensor employ an Exponentially Weighted Moving Average (EWMA) algorithm to improve the robustness of the catalyst monitor. During normal customer driving, a malfunction will illuminate the MIL, on average, in 3 to 6 driving cycles. If KAM is reset (battery disconnected) or DTCs are cleared, a malfunction will illuminate the MIL in 2 driving cycles. See the section on EWMA for additional information. Vehicles with the Index Ratio Method Using a Wide Range HO2S Sensor (UEGO) or the Integrated Air/Fuel catalyst monitor employ an improved version of the EWMA algorithm. The EWMA logic incorporates several important CARB requirements. These are: Fast Initial Response (FIR): The first 4 tests after a battery disconnect or code clear will process unfiltered data to quickly indicate a fault. The FIR will use a 2-trip MIL. This will help the service technician determine that a fault has been fixed. Step-change Logic (SCL): The logic will detect an abrupt change from a no-fault condition to a fault condition. The SCL will be active after the 4 th catalyst monitor cycle and will also use a 2-trip MIL. This will illuminate the MIL when a fault is instantaneously induced. Normal EWMA (NORM): This is the normal mode of operation and uses an Exponentially Weighted Moving Average (EWMA) to filter the catalyst monitor test data. It is employed after the 4 th catalyst test and will illuminate a MIL during the drive cycle where the EWMA value exceeds the fault threshold. (1 trip MIL). Ford Motor Company Revision Date: July 30, 2013 Page 9 of 261

10 Starting in the 2010 ½ Model Year and later, the catalyst monitor will employ catalyst break-in logic. This logic will prevent the catalyst monitor from running until after a catalyst break-in period. The catalyst monitor will not run on a new vehicle from the assembly plant until 60 minutes of time above a catalyst temperature (typically 800 to 1100 deg F) has been accumulated or 300 miles has elapsed. New modules at the assembly plant will have an NVRAM flag initialized to delay the catalyst monitor. Service modules and re-flash software will have the flag set to allow that catalyst monitor to run. The flag cannot be reset to delay the catalyst monitor from running by any tool or service procedure. Ford Motor Company Revision Date: July 30, 2013 Page 10 of 261

11 Index Ratio Catalyst Monitor START Inferred catalyst temp. Vehicle conditions Engine conditions (engine warm, steady drive conditions) Monitor Entry Conditions Met? No Front O2 Sensor Voltage Rear O2 Sensor Voltage Accumulate front O2 sensor signal length. Accumulate rear O2 sensor signal length. Count front O2 sensor switches for each Air mass cell. Enough O2 switches in each cell? No Divide Rear O2 signal length by Front O2 signal length to get Index Ratio. Input new Index Ratio into EWMA and calculate new EWMA value. Catalyst is deteriorated Yes EWMA Index Ratio > threshold? No Catalyst is OK Fault Management - MIL after 2 Driving Cycles > threshold MIL END Ford Motor Company Revision Date: July 30, 2013 Page 11 of 261

12 Integrated Air Fuel Catalyst Monitor Ford Motor Company Revision Date: July 30, 2013 Page 12 of 261

13 CATALYST MONITOR OPERATION: DTCs P0420 Bank 1 (or Y-pipe), P0430 Bank 2 Monitor execution Monitor Sequence Sensors OK Monitoring Duration once per driving cycle HO2S response test complete and no DTCs (P0133/P0153) prior to calculating switch ratio, no SAIR pump stuck on DTCs (P0412/P1414), no evap leak check DTCs (P0442/P0456), no EGR stuck open DTCs (P0402) ECT, IAT, TP, VSS, CKP, MAF, no misfire DTCs (P0300, P0310), no ignition coil DTCs (P0351-P0358), no fuel monitor DTCs (P0171, P0172, P0174. P0175), no VCT DTCs (P0010-P0017, P052A, P052B, P0344, P0365, P0369- bank1) (P0018 thru P0025,P052C, P052D, P0349, P0390, P0394- bank2 ).no evap system DTCs (P0443, P0446, P0455, P0457, P1450), no ETC system DTCs (P0122, P0123, P0222, P0223, P02135) (P2101, P2107, P2111, P2112) (P0600, P060A, P060B, P060C, P061B, P061C, P061D, P1674, U0300). Approximately 700 seconds during appropriate FTP conditions (approximately 100 to 200 oxygen sensor switches are collected) for switching O2 control sensors Approximately 10 to 20 seconds for wide range O2 index ratio monitor. 3 Decel Fuel Cutoff events for IAF catalyst monitor TYPICAL SWITCHING O2 SENSOR INDEX RATIO CATALYST MONITOR ENTRY CONDITIONS: Entry condition Minimum Maximum Time since engine start-up (70 o F start) 330 seconds Engine Coolant Temp 170 o F 230 o F Intake Air Temp 20 o F 180 o F Time since entering closed loop fuel 30 sec Inferred Rear HO2S sensor Temperature 900 o F EGR flow (Note: an EGR fault disables EGR) 1% 12% Throttle Position Part Throttle Part Throttle Rate of Change of Throttle Position 0.2 volts / s Vehicle Speed 5 mph 70 mph Fuel Level 15% First Air Mass Cell 1.0 lb/min 2.0 lb/min Engine RPM for first air mass cell 1,000 rpm 1,300 rpm Engine Load for first air mass cell 15% 35% Monitored catalyst mid-bed temp. (inferred) for first air mass cell 850 o F 1,200 o F Number of front O2 switches required for first air mass cell 50 Second Air Mass Cell 2.0 lb/min 3.0 lb/min Engine RPM for second air mass cell 1,200 rpm 1,500 rpm Engine Load for second air mass cell 20% 35% Monitored catalyst mid-bed temp. (inferred) for second air mass cell 900 o F 1,250 o F Number of front O2 switches required for second air mass cell 70 Ford Motor Company Revision Date: July 30, 2013 Page 13 of 261

14 Third Air Mass Cell 3.0 lb/min 4.0 lb/min Engine RPM for third air mass cell 1,300 rpm 1,600 rpm Engine Load for third air mass cell 20% 40% Monitored catalyst mid-bed temp. (inferred) for third air mass cell 950 o F 1,300 o F Number of front O2 switches required for third air mass cell 30 (Note: Engine rpm and load values for each air mass cell can vary as a function of the power-to-weight ratio of the engine, transmission and axle gearing and tire size.) TYPICAL WIDE RANGE O2 SENSOR INDEX RATIO CATALYST MONITOR ENTRY CONDITIONS: Entry condition Minimum Maximum Time since engine start-up (70 o F start) 330 seconds Engine Coolant Temp 170 o F 230 o F Intake Air Temp 20 o F 180 o F Time since entering closed loop fuel Inferred Rear HO2S sensor Temperature 30 sec 900 o F EGR flow (Note: an EGR fault disables EGR) 1% 12% Throttle Position Part Throttle Part Throttle Rate of Change of Throttle Position Vehicle Speed 20 mph 80 mph Fuel Level 15% 0.2 volts / s Air Mass 2.0 lb/min 5.0 lb/min Engine RPM 1,000 rpm 2,000 rpm Engine Load 20% 60% Monitored catalyst mid-bed temp. (inferred) for first air mass cell 850 o F 1,200 o F (Note: Engine rpm, load and air mass values can vary as a function of the power-to-weight ratio of the engine, transmission and axle gearing and tire size.) Ford Motor Company Revision Date: July 30, 2013 Page 14 of 261

15 TYPICAL IAF CATALYST MONITOR ENTRY CONDITIONS: Entry condition Minimum Maximum Engine Coolant Temp 160 o F 250 o F Intake Air Temp 20 o F 140 o F Inferred catalyst mid-bed temperature 900 o F 1500 o F Fuel Level 15% Air Mass Minimum inferred rear O2 sensor temperature 800 o F 2.0 lb/min Fuel monitor learned within limits 97% 103% Rear O2 sensor rich since last monitor attempt Rear O2 sensor lean with injectors off (voltage needed to enter monitor) Rear O2 sensor reads rich after fuel turned back on (voltage needed to complete monitor) 0.45 volts 0.45 volts 0.1 volts TYPICAL MALFUNCTION THRESHOLDS: Catalyst monitor index ratio > 0.75 (bank monitor) Catalyst monitor index-ratio > 0.60 (Y-pipe monitor) Catalyst monitor index ratio > 0.50 for E10 to > 0.90 for E85 (flex fuel vehicles) Mode $06 reporting for IAF Catalyst Monitor The catalyst monitor results are converted to a ratio for Mode $06 reporting to keep the same look and feel for the service technician. The equation for calculating the Mode $06 monitor result is: 1 (Actual reactivation fuel/ Good catalyst reactivation fuel) Good catalyst reactivation fuel is intended to represent what the monitor would measure for a green catalyst. J1979 CATALYST MONITOR MODE $06 DATA Monitor ID Test ID Description $21 $80 Bank 1 index-ratio and max. limit (P0420/P0430) unitless $22 $80 Bank 2 index-ratio and max. limit (P0420/P0430) unitless ** NOTE: In this document, a monitor or sensor is considered OK if there are no DTCs stored for that component or system at the time the monitor is running. Ford Motor Company Revision Date: July 30, 2013 Page 15 of 261

16 Misfire Monitor The input to the Misfire Monitor is the signal from the crankshaft position sensor and timing wheel. The signal is acquired and processed by the PCM and provided to the Misfire Monitor as individual tooth period measurements. The Monitor uses the tooth period measurements to calculate crankshaft acceleration signals for misfire detection. All misfire processing is performed in software (separate chips are no longer used except for some vehicle lines that may still be using older style PCMs.) Two different technologies are used for misfire monitoring. They are the Low Data Rate (LDR), and High Data Rate (HDR) systems. The LDR system is capable of meeting the FTP monitoring requirements on most engines and is capable of meeting full-range misfire monitoring requirements on 3 and 4-cylinder engines. It is also used on 6 cylinder engines with rear mounted crank sensors. The HDR system is capable of meeting full-range misfire monitoring requirements on 8 and 10 cylinder engines. All software allows for detection of any misfires that occur 6 engine revolutions after initially cranking the engine. This meets the OBD-II requirement to identify misfires within 2 engine revolutions after exceeding the warm drive, idle rpm. The Monitor includes a diagnostic check on the crank sensor input. The Monitor checks the number of tooth period measurements received on each cylinder event. A P1336 will be set if the Monitor receives an invalid number of tooth period measurements. A P1336 points to noise present on the crank sensor input or a lack of synchronization between the cam and crank sensors. Low Data Rate System The LDR Misfire Monitor uses a low-data-rate crankshaft position signal, (i.e. one time measurement signal for each cylinder event). The PCM calculates crankshaft rotational velocity for each cylinder from this crankshaft position signal. The acceleration for each cylinder can then be calculated using successive velocity values. The changes in overall engine rpm are removed by subtracting the median engine acceleration over a complete engine cycle. The crankshaft acceleration is then processed by three algorithms. The first algorithm, called pattern cancellation, is optimized for detection of sporadic patterns of misfire. The algorithm learns the normal pattern of cylinder accelerations from the mostly good firing events and is then able to accurately detect deviations from that pattern. The second algorithm, called pattern cancellation by opposing engine revolution or pc-rev, is optimized for single cylinder patterns. The algorithm compares the acceleration of a cylinder to its opposite cylinder on the opposing engine revolution. The algorithm learns the normal patterns that repeat every engine revolution and is then able to accurately detect deviations between the paired cylinders. The third algorithm is a non-filtered acceleration signal that is a general purpose signal for all patterns including multi-cylinder patterns. The resulting deviant cylinder acceleration values are used in evaluating misfire in the General Misfire Algorithm Processing section below. High Data Rate System The High Data Rate (HDR) Misfire Monitor uses a high data rate crankshaft position signal, (i.e. one time measurement signal per each 2 teeth for a total of 36 measurements for one engine cycle on a 36-1 tooth wheel). This high-resolution signal is processed with a digital low pass filter. The low pass filter filters the high-resolution crankshaft velocity signal to remove some of the crankshaft torsional vibrations that degrade signal to noise. Two low pass filters are used to enhance detection capability a "base" filter and a more aggressive filter to enhance single-cylinder capability at higher rpm. This significantly improves detection capability for continuous misfires on single cylinders up to redline. The high-resolution acceleration can then be calculated using successive velocity values. The changes in overall engine rpm are removed by subtracting the median engine acceleration over a complete engine cycle. The crankshaft acceleration is then processed by three algorithms similar to the LDR system. The final stage is to decimate the high resolution signals by selecting the peak acceleration values from within a window location for each cylinder. The resulting deviant cylinder acceleration values are used in evaluating misfire in the General Misfire Algorithm Processing section below. Ford Motor Company Revision Date: July 30, 2013 Page 16 of 261

17 Low Data Rate and High Data Rate Systems (Time Interval = one measurement per each cylinder event) LDR Algorithm Calculate Time Interval Profile Corrected Velocity Calculate Acceleration Median Filter Pattern Cancel Filter PC-Rev Filter Crankshaft Tooth Period Measurements (Time Interval = one measurement per every 2 teeth) HDR Algorithm Deviant Acceleration Measurements Calculate Time Interval Profile Corrected Velocity FIR Low Pass Filter Calculate Acceleration Median Filter Pattern Cancel Filter PC-Rev Filter Window Peak Detect Engine Crankshaft Position Sensor Crankshaft Tooth Period Measurements Misfire Detection Signal Processing Algorithms General Misfire Algorithm Processing MIL General Misfire Algorithm Processing (Type A Misfire) (Type B Misfire) Evaluate Misfire Detection Thresholds Noisy Acceleration Signal Filtering Tally Misfire Detection Counters Catalyst Damage Test (every 200 revs) Emissions Test (every 1000 revs) DTC Fault Codes ABS Wheel Speed Sensor Signals Rough Road Detection Misfire Monitor Enablement Catalyst Temperature Model DTC Fault Codes: P0300, P P0310, P0313, P0315, P0316, P1336 Ford Motor Company Revision Date: July 30, 2013 Page 17 of 261

18 Example LDR Tooth Period Measurements (V8 engine with 36-1 Tooth Wheel) CKP one engine revolution (360 degca of rotation) TDC TDC TDC TDC PIP one cylinder event ldrt[0] ldrt[2] ldrt[7] ldrt[1] ldrt[3] One time measurement per each cylinder event Example HDR Tooth Period Measurements (V8 engine with 36-1 Tooth Wheel) CKP TDC TDC TDC TDC PIP hdrt[0] hdrt[2] hdrt[4] hdrt[6] hdrt[8] hdrt[11] hdrt[13] hdrt[15] hdrt[17] hdrt[35] hdrt[1] hdrt[3] hdrt[5] hdrt[7] hdrt[10] hdrt[12] hdrt[14] hdrt[16] hdrt[18] One time measurement per each 2 teeth (36 measurements over 720 degca of rotation) Ford Motor Company Revision Date: July 30, 2013 Page 18 of 261

19 Ford Motor Company Revision Date: July 30, 2013 Page 19 of 261

20 General Misfire Algorithm Processing The acceleration that a piston undergoes during a normal firing event is directly related to the amount of torque that cylinder produces. The calculated piston/cylinder acceleration value(s) are compared to a misfire threshold that is continuously adjusted based on inferred engine torque. Deviant accelerations exceeding the threshold are conditionally labeled as misfires. A threshold multiplier is used during startup CSER to compensate the thresholds for the reduction in signal amplitude during spark retard conditions. Threshold adjustments may also be applied to compensate for torque reduction during gear shift events, and to compensate for changes in driveline coupling with torque convertor lock status. The calculated deviant acceleration value(s) are also evaluated for noise. Normally, misfire results in a nonsymmetrical loss of cylinder acceleration. Mechanical noise, such as rough roads or crankshaft oscillations at low rpm/high load ( lugging ) conditions, will produce symmetrical, positive acceleration variations. Noise limits are calculated by applying a negative multiplier to the misfire threshold. If the noise limits are exceeded, a noisy signal condition is inferred and the misfire monitor is suspended for a brief interval. Noise-free deviant acceleration exceeding a given threshold is labeled a misfire. The number of misfires is counted over a continuous 200 revolution and 1000 revolution period. (The revolution counters are not reset if the misfire monitor is temporarily disabled such as for negative torque mode, etc.) At the end of the evaluation period, the total misfire rate and the misfire rate for each individual cylinder is computed. The misfire rate is evaluated every 200 revolution period (Type A) and compared to a threshold value obtained from an engine speed/load table. This misfire threshold is designed to prevent damage to the catalyst due to sustained excessive temperature (1650 F for Pt/Pd/Rh advanced washcoat and 1800 F for Pd-only high tech washcoat). If the misfire threshold is exceeded and the catalyst temperature model calculates a catalyst mid-bed temperature that exceeds the catalyst damage threshold, the MIL blinks at a 1 Hz rate while the misfire is present. If the misfire occurs again on a subsequent driving cycle, the MIL is illuminated. At high engine speed and load operating conditions the Monitor continuously evaluates the misfire rate during each 200 revolution period. If a sufficient number of misfire events have been accumulated within a 200 revolution block such that the misfire threshold is already exceeded before the end of the block has been reached, the Monitor will declare a fault immediately rather than wait for the end of the block. This improves the capability of the Monitor to prevent damage to the catalyst. If a single cylinder is determined to be consistently misfiring in excess of the catalyst damage criteria, the Monitor will initiate failure mode effects management (FMEM) to prevent catalyst damage. The fuel injector to that cylinder will be shut off for a minimum of 30 seconds. Up to two cylinders may be disabled at the same time on 6 and 8 cylinder engines and one cylinder is disabled on 4 cylinder engines. Fuel control will go open loop and target lambda slightly lean (~1.05). The software may also use the throttle to limit airflow (limit boost) on GTDI engines for additional exhaust component protection. After 30 seconds, the injector is re-enabled and the system returns to normal operation. On some vehicles, the software may continue FMEM beyond 30 seconds if the engine is operating at high speed or load at the end of the 30 second period. The software will wait for a low airflow condition (~1 to 5 second tip-out) to exit from FMEM. This protects the catalyst should the misfire fault still be present when the fuel injector is turned back on. If misfire on that cylinder is again detected after 200 revs (about 5 to 10 seconds), the fuel injector will be shut off again and the process will repeat until the misfire is no longer present. Note that ignition coil primary circuit failures (see CCM section) will trigger the same type of fuel injector disablement. If fuel level is below 15%, the misfire monitor continues to evaluate misfire over every 200 revolution period to determine if catalyst damaging misfire is present so that the fuel shut-off FMEM can be utilized to control catalyst temperatures. If this is the case, a P0313 DTC will be set to indicate that misfire occurred at low fuel levels. The P0313 DTC is set in place of engine misfire codes (P030x) if a misfire fault is detected with low fuel level. The misfire rate is also evaluated every 1000 revolution period and compared to a single (Type B) threshold value to indicate an emission-threshold malfunction, which can be either a single 1000 revolution exceedence from startup or four subsequent 1000 revolution exceedences on a drive cycle after start-up. Some vehicles will set a P0316 DTC if the Type B malfunction threshold is exceeded during the first 1,000 revs after engine startup. This DTC is normally stored in addition to the normal P03xx DTC that indicates the misfiring cylinder(s). If misfire is Ford Motor Company Revision Date: July 30, 2013 Page 20 of 261

21 detected but cannot be attributed to a specific cylinder, a P0300 is stored. This may occur on some vehicles at higher engine speeds, for example, above 3,500 rpm. Rough Road Detection The Misfire Monitor includes a Rough Road Detection (RRD) system to eliminate false misfire indications due to rough road conditions. The RRD system uses data from ABS wheel speed sensors for estimating the severity of rough road conditions. This is a more direct measurement of rough road over other methods which are based on driveline feedback via crankshaft velocity measurements. It improves accuracy over these other methods since it eliminates interactions with actual misfire. In the event of an RRD system failure, the RRD output will be ignored and the Misfire Monitor will remain active. An RRD system failure could be caused by a failure in any of the input signals to the algorithm. This includes the ABS wheel speed sensors, Brake Pedal sensor, or CAN bus hardware failures. Specific DTCs will indicate the source of these component failures. A redundant check is also performed on the RRD system to verify it is not stuck high due to other unforeseen causes. If the RRD system indicates rough road during low vehicle speed conditions where it is not expected, the RRD output will be ignored and the Misfire Monitor will remain active. Profile Correction "Profile correction" software is used to learn and correct for mechanical inaccuracies in the crankshaft position wheel tooth spacing. Since the sum of all the angles between crankshaft teeth must equal 360 o, a correction factor can be calculated for each misfire sample interval that makes all the angles between individual teeth equal. The LDR misfire system learns one profile correction factor per cylinder (ex. 4 correction factors for a 4 cylinder engine), while the HDR system learns 36, 40 or 60 correction factors depending on the number of crankshaft wheel teeth (ex. 35 for some V6/V8 engines, 39 for V10 engines, 58 for some I4/V6 engines). The corrections are calculated from several engine cycles of misfire sample interval data. The correction factors are the average of a selected number of samples. In order to assure the accuracy of these corrections, a tolerance is placed on the incoming values such that an individual correction factor must be repeatable within the tolerance during learning. This is to reduce the possibility of learning bad corrections due to crankshaft velocity disturbances. Since inaccuracies in the wheel tooth spacing can produce a false indication of misfire, the misfire monitor is not active until the corrections are learned. Two methods of learning profile correction are used: Neutral Profile Correction and Non Volatile Memory Customer Drive Cycle for Profile Correction (60-40 MPH Deceleration) Neutral Profile Correction and Non-Volatile Memory Neutral profile learning is used at End of Line to learn profile correction via a series of one or more neutral engine rpm throttle snaps. This allows the Misfire Monitor to be activated at the Assembly Plant. A Test Tool command is required to enable this method of learning, so this method will only be performed by a Plant or Service technician. Learning profile correction factors at high-speed (3,000 rpm) neutral conditions versus during mph decels optimizes correction factors for higher rpms where they are most needed and eliminates driveline/transmission and road noise effects. This improves signal to noise characteristics which means improved detection capability. The profile correction factors learned at the Assembly Plant are stored into non-volatile memory. This eliminates the need for specific customer drive cycles. However, misfire profiles may need to be relearned in the Service Bay using a service procedure if major engine work is done or the PCM is replaced. (Re-learning is not required for a reflash.) On selected vehicles, the neutral profile correction strategy is the only method used for profile correction learning. In the event of a loss of non-volatile memory contents (new PCM installed), the correction factors are lost and must be relearned. DTC P0315 is set until the misfire profile is relearned using a scan tool procedure. Ford Motor Company Revision Date: July 30, 2013 Page 21 of 261

22 The neutral profile correction strategy is available on most gasoline engine vehicles. It is not available on HEV and diesel engine vehicles. Customer Drive Cycle for Profile Correction (60-40 MPH Deceleration) This method was the traditional method for profile correction learning until the introduction of Neutral Profile Correction. It is now only used as a backup method. To prevent any fueling or combustion differences from affecting the correction factors, learning is done during deceleration fuel shut off (DFSO). This can be done during closed throttle, non-braking, defueled decelerations in the 97 to 64 km/h (60 to 40 MPH) range after exceeding 97 km/h (60 MPH) (likely to correspond to a freeway exit condition). In order to minimize the learning time for the correction factors, a more aggressive DFSO strategy may be used when the conditions for learning are present. The corrections are typically learned in a single 97 to 64 km/h (60 to 40 MPH) deceleration, but may take up to 3 such decelerations or a higher number of shorter decelerations. If the software is unable to learn a profile after three, 97 to 64 km/h (60 to 40 MPH) deceleration cycles, DTC P0315 is set. Misfire Monitor Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0300 to P0310 (general and specific cylinder misfire) P1336 (noisy crank sensor, no cam/crank synchronization) P0315 (unable to learn profile) P0316 (misfire during first 1,000 revs after start-up) P0313 (misfire detected with low fuel level) Continuous, misfire rate calculated every 200 or 1000 revs None CKP, CMP, MAF, ECT/CHT Entire driving cycle (see disablement conditions below) Typical misfire monitor entry conditions: Entry condition Minimum Maximum Time since engine start-up 0 seconds 0 seconds Engine Coolant Temperature 20 o F 250 o F RPM Range (Full-Range Misfire certified, with 2 rev delay) Profile correction factors learned in NVRAM 2 revs after exceeding 150 rpm below drive idle rpm Yes Fuel tank level 15% redline on tach or fuel cutoff Typical misfire temporary disablement conditions: Temporary disablement conditions: Closed throttle decel (negative torque, engine being driven) > -100 ft lbs Fuel shut-off due to vehicle-speed limiting or engine-rpm limiting mode High rate of change of torque (heavy throttle tip-in or tip out) > -450 deg/sec or 250 deg/sec ; > -200 ft lbs/sec or > 250 ft lbs/sec Ford Motor Company Revision Date: July 30, 2013 Page 22 of 261

23 Rough Road conditions present Typical misfire monitor malfunction thresholds: Type A (catalyst damaging misfire rate): misfire rate is an rpm/load table ranging from 40% at idle to 4% at high rpm and loads Type B (emission threshold rate): 0.9% to 1.5% Ford Motor Company Revision Date: July 30, 2013 Page 23 of 261

24 J1979 Misfire Mode $06 Data Monitor ID Test ID Description A1 $80 Total engine misfire and catalyst damage misfire rate (updated every 200 revolutions) (P030x) A1 $81 Total engine misfire and emission threshold misfire rate (updated every 1,000 revolutions) (P030x) A1 $82 Highest catalyst-damage misfire and catalyst damage threshold misfire rate (updated when DTC set or clears) (P030x) A1 $83 Highest emission-threshold misfire and emission threshold misfire rate (updated when DTC set or clears) (P030x) A1 $84 Inferred catalyst mid-bed temperature (P030x) percent percent percent percent o C A2 AD $0B EWMA misfire counts for last 10 driving cycles (P030x) events A2 AD $0C Misfire counts for last/current driving cycle (P030x) events A2 AD $80 Cylinder X misfire rate and catalyst damage misfire rate (updated every 200 revolutions) (P030x) A2 AD $81 Cylinder X misfire rate and emission threshold misfire rate (updated every 1,000 revolutions) (P030x) percent percent Ford Motor Company Revision Date: July 30, 2013 Page 24 of 261

25 The profile learning operation includes DTC P0315 if profile correction factors are not learned. On selected vehicles, this code is set immediately after a new PCM is installed until the scan tool procedure for Neutral Profile Correction is completed. On all other vehicles, this code is set if profile learning does not complete during the Customer Drive Cycle for Profile Correction. Profile Correction Operation DTCs Monitor Execution Monitor Sequence: Sensors OK: Monitoring Duration; P unable to learn profile in three 60 to 40 mph decels Once per profile learning sequence. Profile must be learned before misfire monitor is active. CKP, CMP, CKP/CMP in synch 10 cumulative seconds in conditions (a maximum of three mph defueled decels) Typical profile learning entry conditions (Customer drive cycle): Entry condition Minimum Maximum Engine in decel-fuel cutout mode for 4 engine cycles Brakes applied (Brake On/Off Switch) No No Engine RPM 1300 rpm 3700 rpm Change in RPM Vehicle Speed 30 mph 75 mph Learning tolerance 1% 600 rpm/background loop Typical profile learning entry conditions (Assembly Plant or Service Bay): Entry condition Minimum Maximum Engine in decel-fuel cutout mode for 4 engine cycles Park/Neutral gear Engine RPM 2000 rpm 3000 rpm Learning tolerance 1% Ford Motor Company Revision Date: July 30, 2013 Page 25 of 261

26 EVAP System Monitor dia. Vacuum Leak Check Vehicles that meet enhanced evaporative requirements utilize a vacuum-based evaporative system integrity check. The evap system integrity check uses a Fuel Tank Pressure Transducer (FTPT), a Canister Vent Solenoid (CVS) and Fuel Level Input (FLI) along with a Canister Purge Valve (CPV) to find diameter or larger evap system leaks. Federal vehicles can utilize a 0.040" leak check rather than the 0.020" leak check required for California vehicles. Additionally, some programs may elect to run a 0.090" / 0.020" detection configuration and turn the 0.040" leak test off as provided for in the regulations. In the case of heavy duty gasoline engines (> 14,000 lbs), the regulations require 0.150" leak detection only. Heavy Duty vehicle will not set a P0442 (0.040 leak). They will set a P0455 during the initial vacuum pulldown phase to meet the leak detection requirement. Ford Motor Company Revision Date: July 30, 2013 Page 26 of 261

27 The evap system integrity test is done under conditions that minimize vapor generation and fuel tank pressure changes due to fuel slosh since these could result in false MIL illumination. The check is run after a 6 hour cold engine soak (engine-off timer), during steady highway speeds at ambient air temperatures (inferred by IAT) between 40 and 100 o F. A check for refueling events is done at engine start. A refuel flag is set in KAM if the fuel level at start-up is at least 20% of total tank capacity greater than fuel fill at engine-off. It stays set until the evap monitor completes Phase 0 of the test as described below. Note that on some vehicles, a refueling check may also be done continuously, with the engine running to detect refueling events that occur when the driver does not turn off the vehicle while refueling (in-flight refueling). As a precursor to running the evap system integrity, a conditioning test is carried out to ensure that there is no excessive vacuum condition (P1450). Excessive vacuum can cause damage to the evap system if the CVS becomes corked closed during evap testing. Basically, with the purge flow commanded off, the CVS is closed and a vacuum growth or a stagnant vacuum is monitored over time. If the vacuum grows or does not dissipate then P1450 DTC sets and the evap integrity check is prohibited from running. Hence, P1450 DTC can only set outside the monitor, not inside it. NOTE: If the 0.04 leak check monitor is ready to run but the excessive vacuum check test has not run, the leak monitor will force the excessive check to run. The evap system integrity test is done in four phases. (Phase 0 - initial vacuum pulldown): First, the Canister Vent Solenoid is closed to seal the entire evap system, and then the Canister Purge Valve (CPV) is opened to pull an 8" H 2 O vacuum. If the initial vacuum could not be achieved, a large system leak is indicated (P0455). This could be caused by a fuel cap that was not installed properly, a stuck open Capless Fuel Fill valve, a large hole, an overfilled fuel tank, disconnected/kinked vapor lines, a Canister Vent Solenoid that is stuck open, a CPV that is stuck closed, or a disconnected/blocked vapor line between the CPV and the FTPT. Note: 2009 Model Year and beyond implementations require 2 or 3 gross leak failures in-a-row prior to setting a P0455 DTC. On some vehicles, if the initial vacuum could not be achieved after a refueling event, a gross leak, fuel cap off (P0457) is indicated and the recorded minimum fuel tank pressure during pulldown is stored in KAM. A Check Fuel Cap light may also be illuminated. On vehicles with capless fuel fill, a message instructing the customer to check the Capless Fuel Fill valve will appear in conjunction with a P0457 DTC. Depending on calibration, the MIL may be illuminated in two or three trips with a P0457 failure. If a P0455, P0457, or P1450 code is generated, the evap test does not continue with subsequent phases of the small leak check, phases 1-4. Note: Not all vehicles will have the P0457 test or the Check Fuel Cap light implemented. These vehicles will continue to generate only a P0455. After the customer properly secures the fuel cap, the P0457, Check Fuel Cap and/or MIL will be cleared as soon as normal purging vacuum exceeds the P0457 vacuum level stored in KAM. Phase 1 - Vacuum stabilization If the target vacuum is achieved, the CPV is closed and vacuum is allowed to stabilize for a fixed time. If the pressure in the tank immediately rises, the stabilization time is bypassed and Phase 2 of the test is entered. For the 2010 MY, a new PI controller was implemented to control the vacuum pull exactly to target. By doing so, the phase one stabilization time has been reduced. Ford Motor Company Revision Date: July 30, 2013 Page 27 of 261

28 Phase 2 - Vacuum hold and decay Next, the vacuum is held for a calibrated time and the vacuum level is again recorded at the end of this time period. The starting and ending vacuum levels are checked to determine if the change in vacuum exceeds the vacuum bleed up criteria. Fuel Level Input and ambient air temperature are used to adjust the vacuum bleed-up criteria for the appropriate fuel tank vapor volume. Steady state conditions must be maintained throughout this bleed up portion of the test. The monitor will abort if there is an excessive change in load, fuel tank pressure or fuel level input since these are all indicators of impending or actual fuel slosh. If the monitor aborts, it will attempt to run again (up to 20 or more times). If the vacuum bleed-up criteria is not exceeded, the small leak test is considered a pass. If the vacuum bleed-up criteria is exceeded on three successive monitoring events, a dia. leak is likely and a final vapor generation check is done to verify the leak, phases 3-4. Excessive vapor generation can cause a false MIL. Phase 3 - Vacuum release This stage of the vapor generation check is done by opening the CVS and releasing any vacuum. The system will remain vented to atmosphere for approximately seconds and then proceed to phase 4. Phase 4 - Vapor generation This stage of the vapor generation check is done by closing the CVS and monitoring the pressure rise in the evaporative system. If the pressure rise due to vapor generation is below the threshold limit for absolute pressure and change in pressure, a P0442 DTC is stored. Ford Motor Company Revision Date: July 30, 2013 Page 28 of 261

29 0.040" Evaporative System Monitor START 0.040" Test Fuel Level Refueling Event? Yes Set refuel flag = 1 Vehicle and engine conditions Monitor entry condition met? No Fuel Tank Pressure Sensor Open purge valve and pull evap system to target vacuum (Phase 0) Close purge valve (Phase 1) and measure vacuum after timer expires (Phase 2) Yes Evap system vacuum at target? No Large leak Set P0457 if refuel flag = 1 and vacuum < target Fuel cap off - Set P0455 if refuel flag = 0 and vacuum < target Over vacuum - Set P145 if vacuum > target Vacuum bleedup > 0.040" threshold? Yes Open purge valve and release vacuum (Phase 3), then close purge valve and measure change in vacuum (Phase 4) No Vacuum bleedup > 0.020" threshold? Possible 0.020" leak, set idle test flag = 1 (if 0.020" idle test present) MIL Fault Management - MIL after 2 Driving Cycles > threshold No Evap System OK END, Go to 0.020" test, if present No Vacuum increase < vapor generation threshold? Yes Small leak Set P0442 when vacuum bleedup > threshold and no excessive vapor generation Ford Motor Company Revision Date: July 30, 2013 Page 29 of 261

30 0.040 EVAP Monitor Operation: DTCs Monitor execution Monitor Sequence Sensors/Components OK Monitoring Duration P0455 (gross leak), P1450 (excessive vacuum), P0457 (gross leak, cap off), P0442 (0.040 leak) once per driving cycle HO2S monitor completed and OK MAF, IAT, VSS, ECT, CKP, TP, FTP, CPV, CVS 360 seconds (see disablement conditions below) Typical EVAP monitor entry conditions, Phases 0 through 4: Entry condition Minimum Maximum Engine off (soak) time time OR ECT at start IAT at start <= 12 o F 4-6 hours Time since engine start-up 330 seconds 1800 to 2700 seconds Intake Air Temp 40 o F o F BARO (<8,000 ft altitude) 22.0 Hg Engine Load 20% 70% Vehicle Speed 40 mph 90 mph Purge Duty Cycle 75% 100% Purge Flow 0.05 lbm/min 0.10 lbm/min Fuel Fill Level 15% 85% Fuel Tank Pressure Range - 17 H 2 O 1.5 H 2 O Battery Voltage 11 volts 18 volts Clean Canister Typical EVAP abort (fuel slosh) conditions for Phase 2: Change in load: > 30% Change in tank pressure: > 1 H 2 O Change in fuel fill level: > 15% Number of aborts: > 255 Vehicle Accel > 1 mph / sec Ford Motor Company Revision Date: July 30, 2013 Page 30 of 261

31 Typical EVAP monitor malfunction thresholds: P1450 (Excessive vacuum): < -4.0 in H 2 O delta vacuum from time that CVS is closed, or > -4. in H 2 O stagnant vapor over a 10 second evaluation time. P0455 (Gross leak): > -8.0 in H 2 O over a 30 second evaluation time. P0457 (Gross leak, cap off): > -8.0 in H 2 O over a 30 second evaluation time after a refueling event. P0442 (0.040 leak): > 2.5 in H 2 O bleed-up over a 15 second evaluation time at 75% fuel fill. (Note: bleed-up and evaluation times vary as a function of fuel fill level and ambient air temperature) P0442 vapor generation limit: < 2.5 in H 2 O over a 120 second evaluation time Ford Motor Company Revision Date: July 30, 2013 Page 31 of 261

32 J1979 Evaporative System Mode $06 Data Test ID Comp ID Description Units $3A $80 Phase 0 end pressure result and test limits (data for P1450 excessive vacuum) $3A $81 Phase 4 vapor generation minimum change in pressure and test limits (data for P1450, CPV stuck open) $3A $82 Phase 0 end pressure result and test limits (data for P0455/P0457 gross leak/cap off) $3B $80 Phase cruise leak check vacuum bleed-up and test limits (data for P " leak) Pa Pa Pa Pa Note: Default values (0.0 Pa) will be displayed for all the above TIDs if the evap monitor has never completed. Each TID is associated with a particular DTC. The TID for the appropriate DTC will be updated based on the current or last driving cycle, default values will be displayed for any phases that have not completed. Ford Motor Company Revision Date: July 30, 2013 Page 32 of 261

33 EVAP System Monitor dia. Engine Off Natural Vacuum Some vehicles that meet enhanced evaporative requirements utilize an engine off natural vacuum (EONV) evaporative system integrity check that tests for 0.020" dia. leaks while the engine is off and the ignition key is off. The evap system integrity check uses a Fuel Tank Pressure Transducer (FTPT), a Canister Vent Solenoid (CVS) and Fuel Level Input (FLI) to find diameter evap system leaks. The Ideal Gas Law (PV=mRT) defines a proportional relationship between the Pressure and Temperature of a gas that is contained in a fixed Volume. Therefore, if a sealed container experiences a drop in temperature it will also experience a drop in pressure. In a vehicle, this happens when a sealed evaporative system cools after the engine has been run, or if it experiences a drop in temperature due to external environmental effects. This natural vacuum can be used to perform the leak check, hence the name Engine Off Natural Vacuum (EONV). Condensation of fuel vapor during cooling can add to the vacuum produced by the Ideal Gas Law. In contrast to the vacuum produced by drops in temperature, an additional factor can be heat transfer to the evaporative system from the exhaust system immediately after key-off. Heat transfer from the exhaust at key-off aided by fuel vaporization may produce a positive pressure shortly after key-off, which can also be used for leak detection. The EONV system is used to perform only the 0.020" leak check while 0.040" dia. leaks and larger (including fuel cap off) will continue to be detected by the conventional vacuum leak monitor performed during engine running conditions. Ford Motor Company Revision Date: July 30, 2013 Page 33 of 261

34 Ford's EONV implementation for California and Green State applications uses a separate, stay-alive microprocessor in the PCM to process the required inputs and outputs while the rest of the PCM is not powered and the ignition key is off. The stay-alive microprocessor draws substantially less battery current than the PCM; therefore, powering only the stay-alive micro during engine-off conditions extends vehicle battery life and allows the EONV monitor to run more often. The PCM is the only difference between California/Green State and Federal vehicles. Inputs to EONV Microprocessor Fuel Tank Pressure Battery Voltage Outputs from EONV Microprocessor Canister Vent Solenoid 0.020" leak data MY2005 EONV System Hardware Design PCM Main Micro High-Speed CAN BUS Cluster Main Micro VBATT FTPT Atmosphere Stay-alive Micro CVS VMV Intake Manifold Fuel Level Indication Canister Fuel Tank Red: Indicates evaporative system being monitored for leaks. For new 2009 MY and beyond applications, EONV implementation is done in the main microprocessor. The main micro stays alive at key off in a special low power mode to run the EONV test. There is no longer a special standalone chip for EONV. The feature is called EONVM (EONV in the Main). Ford Motor Company Revision Date: July 30, 2013 Page 34 of 261

35 Phase 0- Stabilization Phase The purpose of the Stabilization Phase is to allow tank pressure to stabilize after vehicle shutdown (i.e. ignition in the OFF position). During this phase, the Canister Vent Solenoid (CVS) is open, thus allowing the pressure in the fuel tank to stabilize at atmospheric pressure. The duration of the Stabilization Phase is approximately 2 minutes. A fuel volatility check is performed just prior to its completion. The fuel volatility check measures tank pressure and will abort the test if more than 1.5 "H 2 0 is observed in the tank. Because the CVS is open during this test, it would take a good deal of fuel vaporization to produce this level of pressure on a vented system. As an example, this condition may occur when a customer performs a long drive with highly volatile, winter fuel on a 100-deg F day. Note: This feature is not used in most applications. If the fuel volatility check passes, a Fuel Tank Pressure Transducer (FTPT) offset correction factor is learned as the last step of this phase. This correction factor is applied to pressure measurements in the next phase to improve FTPT accuracy. Phase 1 First Test Phase At the start of this phase, the CVS is commanded shut, thus sealing up the entire evaporative system. If the system is sufficiently sealed, a positive pressure or vacuum will occur during depending on whether the tank temperature change is positive or negative. Other effects such as fuel vaporization and condensation within the fuel tank will also determine the polarity of the pressure. As the leak size increases, the ability to develop a positive pressure or vacuum diminishes. With a 0.020" leak, there may be no measurable positive pressure or vacuum at all depending on test conditions. During this phase, tank pressure is continuously measured and compared to calibrated detection thresholds (both positive pressure and vacuum) that are based on fuel level and ambient temperature. If either the pressure or vacuum threshold is exceeded, the test will be considered a pass, and the monitor will proceed to "Phase 4 Test Complete". If a positive plateau occurs in tank pressure without exceeding the pass threshold, the monitor will progress to "Phase 2 Transition Phase". If a vacuum occurs, the monitor will remain in Phase 1 until the test times out after 45 minutes have elapsed since key-off, or the pass threshold for vacuum is exceeded. In either case, the monitor will transition to "Phase 4 Test Complete." Phase 2- Transition Phase This phase will occur if a positive pressure plateau occurred in Phase 1 without the positive pass threshold being exceeded. At the start of the Transition Phase, the CVS is opened and the evaporative system is allowed to stabilize. The Transition Phase lasts approximately 2 minutes, and a new FTPT offset correction is learned just prior to its completion. The monitor will then progress to "Phase 3 Second Test Phase". Note: This phase is termed the Transition Phase because there is a chance that a vacuum will be seen in the next phase if a positive pressure plateau occurred in Phase 1. The reason for this is that a positive plateau may be coincident with vapor temperature starting to decrease, which is favorable for developing a vacuum in the fuel tank. This is not always the case, and it is possible to see a positive pressure in Phase 3 as well. Phase 3- Second Test Phase Upon completion of the Transition Phase, the CVS is commanded shut and the FTPT is monitored for any positive pressure or vacuum that develops. As with "Phase 1 First Test Phase", if either the positive pressure or vacuum pass threshold is exceeded, the test is considered a pass and proceeds to "Phase 4 Test Complete". Also, if the test times out after 45 minutes have elapsed since key-off, the test will be considered a fail (i.e. leak detected) and will also proceed to "Phase 4 Test Complete". Ford Motor Company Revision Date: July 30, 2013 Page 35 of 261

36 Phase 4 Test Complete In this phase, the EONV test is considered complete for this key-off cycle. The resultant peak pressure and peak vacuum are stored along with total test time and other information. This information is sent to the main microprocessor via CAN at the next engine start. During this phase, the CVS is commanded open and the electrical components performing the EONV test are shutdown to prevent any further power consumption. Test Aborts During the EONV test, several parameters are monitored to abort the EONV test under certain conditions. The primary abort conditions are instantaneous changes in tank pressure and fuel level. They are used to detect refuel events and rapidly open the CVS upon detection of them. A list of abort conditions is given below. Post-2009 Model Year Fault Filtering To increase the IUMP (rate-based) numerator once per monitor completion, the fault filtering logic for EONV was revised. The logic incorporates several important CARB requirements. These are: Fast Initial Response (FIR): The first 4 tests after a battery disconnect or code clear will process unfiltered data to quickly indicate a fault. The FIR will use a 2-trip MIL. This will help the service technician determine that a fault has been fixed. Step-change Logic (SCL): The logic will detect an abrupt change from a no-fault condition to a fault condition. The SCL will be active after the 4th EONV test and will also use a 2-trip MIL. This will illuminate the MIL when a fault is instantaneously induced. Normal EWMA (NORM): This is the normal mode of operation and uses an Exponentially Weighted Moving Average (EWMA) to filter the EONV test data. It is employed after the 4th EONV test and will illuminate a MIL during the drive cycle where the EWMA value exceeds the fault threshold. (1 trip MIL). The recommended filter/time constant will produce filtering comparable to a previously-described 5-test average. If there is a failure using any of the fault filtering logic shown above, a P0456 DTC will be set. Ford Motor Company Revision Date: July 30, 2013 Page 36 of 261

37 Phases of EONV Test P0 = Phase 0, Stabilization Phase With CVS open, Tank Pressure is allowed to stabilize. A fuel volatility test is performed and FTPT offset correction is learned if volatility test passes. P1 = Phase 1, First Test Phase CVS is closed and pressure peaks below positive pass threshold sending test to Phase 2. If the positive pass threshold were exceeded, the test would have completed and a pass would have been recorded. P2 = Phase 2, Transition Phase CVS is opened and a second stabilization phase occurs. A second FTPT offset is learned during this time. P3 = Phase 3, Second Test Phase CVS is closed again and a vacuum develops that eventually exceeds the negative pass threshold. When this occurs, the test proceeds to Phase 4, test complete. P4 = Phase 4, Test Compete CVS opens (not pictured in above data file), results are recorded, and stay-alive electronics shutdown. Ford Motor Company Revision Date: July 30, 2013 Page 37 of 261

38 Ambient, soak time and engine conditions Key Off Fuel Tank Pressure Sensor, Canister Vent Solenoid Yes Key off Event? No Phase 0 Stabilization Phase open CVS, looks for pressure rise in tank. Abort if pressure rise > 1.5 in H2O Monitor entry conditions met during drive? Abort, no call Phase 1 First Test Phase close CVS, look for vacuum or pressure rise in tank Pressure/vacuum > thresholds? Yes Done, system passed Phase 2 Transition Phase - open CVS, release pressure Phase 3 Second Test Phase - close CVS, look for vacuum or pressure rise in tank MIL Pressure/vacuum > thresholds? Yes leak Set P0456 DTC No EONV test time > 45 min? No Abort, no call Fault Management: EWMA, 1-trip 5 test ave. or 2 trip 4 test average Yes Ford Motor Company Revision Date: July 30, 2013 Page 38 of 261

39 0.020 EONV EVAP Monitor Operation: DTCs Monitor execution Monitor Sequence Sensors/Components OK Monitoring Duration P0456 (0.020 leak) P260F (Evaporative System Monitoring Processor Performance) Once per key-off when entry conditions are met during drive. Monitor will run up to 2 times per day, or 90 cumulative minutes per day (whichever comes first) none EONV Processor, Canister Vent Solenoid, Fuel Tank Pressure Sensor, Fuel Level Input, Vapor Management Valve, CAN communication link 45 minutes in key-off state if fault present. Tests will likely complete quicker if no fault is present. Typical EONV EVAP monitor entry conditions: Entry conditions to allow EONV test (prior to key off) Minimum Maximum OR Engine off (soak) time Inferred soak criteria met: - (ECT at start IAT at start ) hours 12 o F F Inferred soak criteria met ECT at start 35 o F F 105 o F F Inferred soak criteria met - minimum engine off soak time 0 sec Time since engine start-up to allow EONV test 20 minutes 90 minutes Ambient Temperature at start-up 40 o F 95 o F Battery Voltage to start EONV test 11 volts Number of completed EONV tests in 24hr cycle 6 Cumulative test time in 24hr cycle Fuel level 15% 85% ECU time since power-up to allow EONV test Flex fuel inference complete BARO (<8,000 ft altitude) Summation of air mass of the combustion engine since start ensures that vehicle has been operated off idle (function of ambient temperature). Ratio of drive time to (drive + soak) time. (This allows for the driver to key-off for a short time without losing the initial soak condition.) 180 seconds Learned 22.0 Hg 7500 to lbm/min minutes Ford Motor Company Revision Date: July 30, 2013 Page 39 of 261

40 Typical EONV EVAP key-off abort conditions: Tank pressure at key-off > 1.5" H 2 0 during stabilization phase (indicates excessive vapor) Tank pressure not stabilized for tank pressure offset determination Rapid change in tank pressure > 0.5"H 2 0 (used for refuel/slosh detection) Rapid change in fuel level > 5% (used for refuel/slosh detection) Battery voltage < 11 Volts Rapid change in battery voltage > 1 Volt Loss of CAN network (only for standalone satellite micro applications) Canister Vent Solenoid fault detected Driver turns key-on Typical EONV EVAP monitor malfunction thresholds: P0456 (0.020 leak): < 0.75 in H 2 O pressure build and < 0.50 in H 2 O vacuum build over a 45 minute maximum evaluation time Note: EONV monitor can be calibrated to illuminate the MIL after two malfunctions (an average of four key-off EONV tests, eight runs in all) or after a single malfunction (an average of five key-off EONV tests, five runs in all), or using EWMA with Fast Initial Response and Step Change Logic. Most new 2006 MY and later vehicles will use the five-run approach, most new 2009 MY and later use the EWMA approach. J1979 EONV EVAP monitor Mode $06 Data Monitor ID Comp ID Description Units $3C $81 EONV Positive Pressure Test Result and Limits (data for P0456) Pa $3C $82 EONV Negative Pressure (Vacuum) Test Result and Limits(data for P0456) $3C $83 Normalized Average of Multiple EONV Tests Results and Limits (where 0 = pass, 1 = fail) (data for P0456) Pa unitless Note: Default values (0.0) will be displayed for all the above TIDs if the evap monitor has never completed. The appropriate TID will be updated based on the current or last driving cycle, default values will be displayed for any phases that have not completed. Ford Motor Company Revision Date: July 30, 2013 Page 40 of 261

41 EVAP System Monitor Component Checks Additional malfunctions that are identified as part of the evaporative system integrity check are as follows: The Canister Purge Valve (CPV) output circuit is checked for opens and shorts (P0443) Note that a stuck closed CPV generates a P0455, a leaking or stuck open CPV generates a P1450. Canister Purge Valve Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0443 Evaporative Emission System Purge Control Valve "A" Circuit continuous None not applicable 5 seconds to obtain smart driver status Typical Canister Purge Valve check malfunction thresholds: P0443 (CPV): open/shorted at 0 or 100% duty cycle The Canister Vent Solenoid output circuit is checked for opens and shorts (P0446), a stuck closed CVS generates a P1450, a leaking or stuck open CVS generates a P0455. Canister Vent Solenoid Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0446 Canister Vent Solenoid Circuit continuous None not applicable 5 seconds to obtain smart driver status Typical Canister Vent Solenoid check malfunction thresholds: P0446 (Canister Vent Solenoid Circuit): open/shorted Ford Motor Company Revision Date: July 30, 2013 Page 41 of 261

42 The Evap Switching Valve (EVAPSV) output circuit is checked for opens and shorts (P2418). Evap Switching Valve Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P Evap Switching Valve Circuit continuous None not applicable 5 seconds to obtain smart driver status Evap Switching Valve check malfunction thresholds: P2418 (Evap Switching Valve Circuit): open/shorted The Fuel Tank Pressure Sensor input circuit is checked for out of range values (P0452 short, P0453 open), noisy readings (P0454 noisy) and an offset (P0451 offset). Note that an open power input circuit or stuck check valve generates a P1450. Fuel Tank Pressure Sensor Transfer Function FTP volts = [ Vref * ( * Tank Pressure) ] / 5.00 Volts A/D Counts in PCM Fuel Tank Pressure, Inches H 2 O Fuel Tank Pressure Sensor Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0452 Fuel Tank Pressure Sensor Circuit Low P0453 Fuel Tank Pressure Sensor Circuit High P0454 Fuel Tank Pressure Sensor Intermittent/Erratic (noisy) continuous None not applicable 5 seconds for electrical malfunctions, 10 seconds for noisy sensor test Ford Motor Company Revision Date: July 30, 2013 Page 42 of 261

43 Typical Fuel Tank Pressure Sensor check malfunction thresholds: P0452 (Fuel Tank Pressure Sensor Circuit Low): < in H 2 O P0453 (Fuel Tank Pressure Sensor Circuit High): > in H 2 O P0454 (Fuel Tank Pressure Sensor Circuit Noisy): > open circuit, short circuit or > 4 in H 2 O change between samples, sampled every 100 msec Fuel Tank Pressures Sensor Offset Check Operation DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0451 Fuel Tank Pressure Sensor Range/Performance (offset) once per driving cycle No P0443 or P1450 DTCs not applicable < 1 second Typical Fuel Tank Pressure Sensor Offset Check Entry Conditions: Entry condition Minimum Maximum Ignition key on, engine off, engine rpm 0 rpm Purge Duty Cycle 0% Engine off (soak) time 4-6 hours Fuel Tank Pressure Sensor Variation during test 0.5 in H 2 O Battery Voltage 11.0 Volts Typical Fuel Tank Pressure Sensor Offset Check Malfunction Thresholds: Fuel tank pressure at key on, engine off is 0.0 in H 2 O +/- 2.0 in H 2 O Ford Motor Company Revision Date: July 30, 2013 Page 43 of 261

44 The Fuel Level Input is checked for out of range values (opens/ shorts). The FLI input is obtained from the serial data link from the instrument cluster. If the FLI signal is open or shorted, the appropriate DTC is set (P0462 circuit low and P0463 circuit high). Vehicles with a "saddle tank" (a tank that wraps over the axle) have two fuel level senders. The FLI input is obtained from the serial data link from the instrument cluster. If the FLI signal is open or shorted, the appropriate DTC is set (P2067 circuit low and P2068 circuit high). A "jet pump" pumps fuel from the passive side of the saddle tank to the active side of the saddle tank where the main fuel pump supplies the engine with fuel. This means that the active side of the fuel tank typically has a high fuel level reading because it it constantly filled by the jet pump. For purposes of computing vehicle fuel level, the two FLI readings are averaged together into one signal that represents the combined fuel level. Finally, the Fuel Level Input is checked for noisy readings. If the FLI input continues to change > 40% between samples, a P0461 DTC is set. Fuel Level Input Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0461 Fuel Level Sensor A Circuit Noisy P0462 Fuel Level Sensor A Circuit Low P0463 Fuel Level Sensor A Circuit High P2067 Fuel Level Sensor B Circuit Low P2068 Fuel Level Sensor B Circuit High continuous None not applicable 30 seconds for electrical malfunctions, Typical Fuel Level Input check malfunction thresholds: P0460 or P0462 (Fuel Level Input Circuit Low): < 5 ohms (< 1 A/D count) P0460 or P0463 (Fuel Level Input Circuit High): > 200 ohms (>253 A/D counts) P0461 (Fuel Level Input Noisy): > 40% change between samples, > 100 occurrences, sampled every seconds Ford Motor Company Revision Date: July 30, 2013 Page 44 of 261

45 The FLI signal is also checked to determine if it is stuck. "Fuel consumed" is continuously calculated based on PCM fuel pulse width summation as a percent of fuel tank capacity. (Fuel consumed and fuel gauge reading range are both stored in KAM and reset after a refueling event or DTC storage.) If the there is an insufficient corresponding change in fuel tank level, a P0460 DTC is set. Different malfunction criteria are applied based on the range in which the fuel level sensor is stuck. In the range between 15% and 85%, a 30% difference between fuel consumed and fuel used is typical. The actual value is based on the fuel economy of the vehicle and fuel tank capacity. In the range below 15%, a 40% difference between fuel consumed and fuel used is typical. The actual value is based on reserve fuel in the fuel tank and the fuel economy of the vehicle. In the range above 85%, a 60% difference between fuel consumed and fuel used is typical. The actual value is based on the overfill capacity of the fuel tank and the fuel economy of the vehicle. Note that some vehicles can be overfilled by over 6 gallons. Fuel Level Input Stuck Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0460 Fuel Level Input Circuit Stuck continuous None not applicable Between 15 and 85%, monitoring can take from100 to 120 miles to complete Typical Fuel Level Input Stuck check malfunction thresholds: P0460 (Fuel Level Input Stuck): Fuel level stuck at greater than 90%: > 60% difference in calculated fuel tank capacity consumed versus change in fuel level input reading Fuel level stuck at less than 10%: > 30% difference in calculated fuel tank capacity consumed versus change in fuel level input reading Fuel level stuck between 10% and 90%: > 25% difference in calculated fuel tank capacity consumed versus change in fuel level input reading The Evap Monitor Microprocessor is checked for proper microprocessor operation or loss of CAN communication with the main microprocessor (P260F). Applies only if EONV is in separate microprocessor. Evap Monitor Microprocessor Performance: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P260F - Evap System Monitoring Processor Performance continuous None not applicable 5 seconds Ford Motor Company Revision Date: July 30, 2013 Page 45 of 261

46 Evap Switching Valve (EVAPSV) Diagnostics The Evap Switching Valve (EVAPSV) is included on HEV applications for 2009 Model Year. It is very similar to the Fuel Tank Isolation Valve (FTIV) used in previous model years. The Evap Switching Valve is also known as a Vapor Blocking Valve (VBV). The purpose of the EVAPSV is to isolate the fuel tank from the rest of the evaporative system so that the Canister Purge Valve (CPV) can purge more aggressively with minimal risk of purge vapor slugs being ingested into the intake. The EVAPSV is normally closed during engine operation, but may vent during a drive to relieve positive pressure. The exact pressure points at which the valve opens and closes are vehicle dependent. When the vehicle is in a key-off state, the EVAPSV is not powered and the valve is open. The VBV circuit and functional diagnostics will set the following DTCs: P2418 EVAPSV circuit fault P2450 EVAPSV stuck open fault The EVAPSV circuit diagnostics are very similar to that of the Canister Purge Valve (CPV) and Canister Vent Solenoid (CVS). See Evap System Monitor Component Checks below. A diagram of an evaporative system with an EVAPSV (shown as a VBV) is shown below: 3 - Port Canister Engine CPS Buffer Main Canister FTPT VBV Optional Bleed Canister Key: CPS Canister Purge Solenoid VBV Vapor Blocking Valve FTPT Fuel Tank Pressure Transducer Fuel Tank CVS Dust Filter Atmospheric Pressure Ford Motor Company Revision Date: July 30, 2013 Page 46 of 261

47 The Evaporative System monitor performs a functional check of the EVAPSV in Phase 3 of the evap monitor cruise tests if the 0.040" leak test passes. At the end of Phase 2, tank pressure will be in the range of -8 to -5 "H20 and the EVAPSV will be open. At the beginning of Phase 3, the EVAPSV is commanded closed and the CVS is commanded open. If the EVAPSV fails to close, there will be a rapid pressure loss in the fuel tank. If this pressure loss exceeds a calibrated threshold, a P2450 DTC is set. (Requires 2 or 3 failures in a row during a driving cycle (calibratable)). If the fault is present on a second driving cycle, the MIL will be illuminated. EVAP Switching Valve (EVAPSV) Monitor Operation: DTC Monitor execution Monitor Sequence Sensors/Components OK Monitoring Duration P2450 once per driving cycle Runs after evap 0.040" cruise test MAF, IAT, VSS, ECT, CKP, TP, FTP, CPV, CVS 30 seconds (see disablement conditions below) Typical EVAP Switching Valve (EVAPSV) monitor entry conditions: Entry condition Minimum Maximum 0.040" Cruise Test completes Typical EVAP Switching Valve (EVAPSV) abort conditions: Change in fuel fill level: > 15% Typical EVAP Switching Valve (EVAPSV) malfunction thresholds: P2418: Presence of short, open, or intermittent fault for more than 5 seconds P2450: Pressure loss > 3" H 2 0 during phase 3. J1979 Evaporative System Mode $06 Data Test ID Comp ID Description Units $3D $82 Vapor blocking valve performance (P2450) Pa Note: Default values (0.0 Pa) will be displayed for all the above TIDs if the evap monitor has never completed. Each TID is associated with a particular DTC. The TID for the appropriate DTC will be updated based on the current or last driving cycle, default values will be displayed for any phases that have not completed. Ford Motor Company Revision Date: July 30, 2013 Page 47 of 261

48 Blocked Purge Line Diagnostics If an in-line Fuel Tank Pressure Transducer is used, it is possible for a blockage to occur between the Fuel Tank Pressure Transducer (FTPT) and fuel tank. If this occurs, the evap monitor would run and pass all leak check diagnostics even if there is a leak at the fuel cap. (The blockage will make the system look sealed despite the leak.). The blocked line diagnostic looks for a rapid drop in pressure during Phase 0 of the cruise test. This rapid pressure drop occurs because the Canister Purge Valve (CPV) applies a vacuum to just the canister and evap lines. Upon seeing an excessively fast pressure drop in Phase 0, the evap monitor will invoke a special execution of Phase 3 & 4 where a CPV pressure pulse is applied to the evap system. This pressure pulse is at a very low flow and short duration ( seconds) to avoid drivability issues. If this intrusive test fails, the Phase 0 test and the intrusive test are repeated 2 or 3 times prior to setting a P144A DTC. Diagram of an evaporative system with a blockage is shown below: 3 - Port Canister Engine CPS Buffer Main Canister Blockage FTPT X VBV Optional Bleed Canister CVS Key: CPS Canister Purge Solenoid VBV Vapor Blocking Valve FTPT Fuel Tank Pressure Transducer Fuel Tank Dust Filter Atmospheric Pressure Ford Motor Company Revision Date: July 30, 2013 Page 48 of 261

49 EVAP Blocked Line Monitor Operation: DTC Monitor execution Monitor Sequence Sensors/Components OK Monitoring Duration P144A once per driving cycle Runs during Phase 0 of evap 0.040" cruise test. Performs an intrusive test in Phases 3 & 4 to confirm a fault. MAF, IAT, VSS, ECT, CKP, TP, FTP, CPV, CVS 30 seconds (see disablement conditions below) Typical Blocked Line monitor entry conditions: Entry condition Minimum Maximum General 0.040" Cruise Test conditions apply Air mass high enough for intrusive portion of test Manifold vacuum high enough for intrusive portion of test Not in open loop fueling CPV purging 1.5 (lb/min) 5 "Hg Typical EVAP Blocked Line abort conditions: All items cited under entry conditions apply. Typical EVAP Blocked Line malfunction thresholds: P144A: Phase 0 portion of test delta pressure < -5 "H 2 0/sec P144A: Phase 3 & 4 (intrusive test) pressure response < -2 "H 2 0 J1979 Evaporative System Mode $06 Data Test ID Comp ID Description Units $3D $80 Blocked Evap System Line - Screening test (P144A) Pa/sec $3D $81 Blocked Evap System Line - Fault confirmation test (P144A) Pa Note: Default values (0.0) will be displayed for all the above TIDs if the evap monitor has never completed. Each TID is associated with a particular DTC. The TID for the appropriate DTC will be updated based on the current or last driving cycle, default values will be displayed for any phases that have not completed. Ford Motor Company Revision Date: July 30, 2013 Page 49 of 261

50 Single Path Purge Check Valve Diagnostics Boosted applications use a mechanical check valve between the intake manifold and the Canister Purge Valve (CPV). The purpose of this check valve is to prevent reverse flow through the evaporative emissions system under boosted conditions. The check valve is a simple diaphragm type valve were the rubber diaphragm slides inside a cylinder and is pushed against a stop under boost closing off flow through the valve. While at atmosphere or under vacuum the valve is pulled off the stop allowing flow from the evaporative system to the intake manifold. The check valve diagnostic looks for a failed open, improperly installed, or missing valve that could result in intake manifold vapors being pushed back into the evaporative emissions system (see figure below). A failed check valve is detected if the rate of rise in Fuel Tank Pressure Sensor is greater than a calibratable threshold while the Canister Vent Valve is closed, Canister Purge Valve open, and the engine is boosted above a minimum level (under boost the system should be sealed if the check valve is operating properly). This condition will set DTC P144C. Figure: System schematic showing the potential for reverse flow if the check valve is failed. Intake Manifold Check Valve CPV CVV FTPS Fuel Tank Carbon Canister Ford Motor Company Revision Date: July 30, 2013 Page 50 of 261

51 Evaporative System Purge Check Valve Performance Diagnostic Operation: DTC Monitor execution Monitor Sequence Sensors/Components OK Monitoring Duration P144C - Evaporative Emission System Purge Check Valve Performance Once per driving cycle, during boosted operation None ECT/CHT, IAT, MAP, CPV, CVV, FTPT, FLI, BARO, TIP 5 to 10 seconds depending on level of boost Typical Evaporative System Purge Check Valve Performance Entry Conditions Entry condition Minimum Maximum Ambient temperature (IAT) 40 o F 95 o F Battery Voltage 11.0 Volts Fuel level 15% 85% Engine Coolant Temperature (CHT/ECT) 160 o F Atmospheric Pressure (BARO) 23 Hg Boost Pressure (MAP BARO) 4 to 8 Hg Engine Delta Load 0.2 Vehicle Acceleration 0.5 mph / sec Typical Evaporative System Purge Check Valve Diagnostic malfunction thresholds: Pressure Rise Rate (delta pressure / delta time) > 0.50 " H 2 O/sec Threshold is a function of fuel level with a range of 0.5 to 1.0 Ford Motor Company Revision Date: July 30, 2013 Page 51 of 261

52 Dual Path Purge Check Valve Diagnostics Boosted applications that have a lower power-to-weight ratio use two purge flow paths to allow purge under boost conditions in addition to normal vacuum conditions. Dual path purge applications use a mechanical check valve 1 (CV1) between the intake manifold and the Canister Purge Valve (CPV). During non-boosted conditions, purge vapors go through check valve 1 before entering the intake. The purpose of this check valve is to prevent reverse flow through the evaporative emissions system under boosted conditions. The check valve is a simple diaphragm type valve were the rubber diaphragm slides inside a cylinder and is pushed against a stop under boost closing off flow through the valve. A second identical check valve 2 (CV2) is used to facilitate purging during boost. During boosted conditions, a venturi device, called an ejector, is used to generate the needed vacuum for purging. The purge vapors flow through CV2, the turbo charger, and the charge air cooler before entering the intake manifold. The check valve diagnostic looks for a failed open CV1, a failed closed CV2, a failed ejector, an improperly installed CV1 or CV2, or missing CV1 that could result in intake manifold vapors being pushed back into the evaporative emissions system or lack of purge under boost. Dual-path Purge for Turbo DI engines Throttle Intake manifold Turbo Charge Air Cooler Recirculation flow Ejector Check Valve 1 Purge under boost Check Valve 2 Purge under vacuum CPV FTPT CVV Fuel Tank Vapors Canister Fresh Air Air Filter Fresh Air Ford Motor Company Revision Date: July 30, 2013 Page 52 of 261

53 FTPT in H20 / sec A failed CV1 is detected if the rate of rise in Fuel Tank Pressure Sensor is greater than a calibratable threshold while the Canister Vent Valve is closed, Canister Purge Valve open, and the engine is boosted above a minimum level. Under boost, the system should be sealed if the check valve is operating properly. This condition will set DTC P144C. A failed CV2 is detected if the rate of change of ejector generated vacuum is relatively flat within a threshold window during boosted conditions. This will set DTC P144C. Steep vacuum slopes for CV2 are indicative of good functioning valves. See the figure below for CV1/CV2 pass and fail ranges CV1 failed open when calculated slope exceeds threshold "Indeterminate" Range CV2 / Ejector failed closed Normal purge system during boost Manifold Pressure (Boost) (in Hg) Ford Motor Company Revision Date: July 30, 2013 Page 53 of 261

54 Evaporative System Purge Check Valve Performance Diagnostic Operation: DTC Monitor execution Monitor Sequence Sensors/Components OK Monitoring Duration P144C - Evaporative Emission System Purge Check Valve Performance Once per driving cycle, during boosted operation None ECT/CHT, IAT, MAP, CPV, CVV, FTPT, FLI, BARO, TIP, WASTEGATE 5 to 10 seconds depending on level of boost Typical Evaporative System Purge Check Valve Performance Entry Conditions Entry condition Minimum Maximum Ambient air temperature 40 F 105 F Battery Voltage 11.0 Volts Fuel level 15% 90% Engine Coolant Temperature 160 F Atmospheric Pressure (BARO) Boost Pressure (MAP BARO) 23 Hg 8 Hg Typical Evaporative System Purge Check Valve Diagnostic malfunction thresholds: CV1- Pressure Rise Rate (delta pressure / delta time) > 1 " H 2 O/sec CV1- Threshold is a function of fuel level with a range of 1.5 to 2.6 CV2- Vacuum Rate (delta vacuum / delta time) >-0.4 and < 0.5 H 2 O/sec CV2- Threshold is a function of fuel level with a range of 0.5 to 0.7 for the upper band and -0.4 to -0.3 for the lower band Ford Motor Company Revision Date: July 30, 2013 Page 54 of 261

55 Fuel System Monitor The adaptive fuel strategy uses O2 sensors for fuel feedback. The fuel equation includes short and long term fuel trim modifiers: Where: FUEL MASS = AIR MASS * SHRTFT * LONGFT EQUIV_RATIO * Fuel Mass = desired fuel mass Air Mass = measured air mass, from MAF sensor SHRTFT = Short Term Fuel Trim, calculated LONGFT = Long Term Fuel Trim, learned table value, stored in Keep Alive Memory EQUIV_RATIO = Desired equivalence ratio, 1.0 = stoich, > 1.0 is lean, < 1.0 is rich = Stoichiometric ratio for gasoline A conventional O2 sensor (not a wide-range sensor) can only indicate if the mixture is richer or leaner than stoichiometric. During closed loop operation, short term fuel trim values are calculated by the PCM using oxygen sensor inputs in order to maintain a stoichiometric air/fuel ratio. The PCM is constantly making adjustments to the short term fuel trim, which causes the oxygen sensor voltage to switch from rich to lean around the stoichiometric point. As long as the short term fuel trim is able to cause the oxygen sensor voltage to switch, a stoichiometric air/fuel ratio is maintained. When initially entering closed loop fuel, SHRTFT starts 1.0 and begins adding or subtracting fuel in order to make the oxygen sensor switch from its current state. If the oxygen sensor signal sent to the PCM is greater than 0.45 volts, the PCM considers the mixture rich and SHRTFT shortens the injector pulse width. When the cylinder fires using the new injector pulse width, the exhaust contains more oxygen. Now when the exhaust passes the oxygen sensor, it causes the voltage to switch below 0.45 volts, the PCM considers the mixture lean, and SHRTFT lengthens the injector pulse width. This cycle continues as long as the fuel system is in closed loop operation. O2 sensor voltage SHRTFT, Short Term Fuel Trim Ford Motor Company Revision Date: July 30, 2013 Page 55 of 261

56 O2 sensor voltage SHRTFT, Short Term Fuel Trim O2 sensor voltage SHRTFT, Short Term Fuel Trim Ford Motor Company Revision Date: July 30, 2013 Page 56 of 261

57 As fuel, air, or engine components age or otherwise change over the life of the vehicle, the adaptive fuel strategy learns deviations from stoichiometry while running in closed loop fuel. Corrections are only learned during closed loop operation, and are stored in the PCM as long term fuel trim values (LONGFT). They may be stored into an 8x10 rpm/load table or they may be stored as a function of air mass. LONGFT values are only learned when SHRTFT values cause the oxygen sensor to switch. If the average SHRTFT value remains above or below stoichiometry, the PCM learns a new LONGFT value, which allows the SHRTFT value to return to an average value near 1.0. LONGFT values are stored in Keep Alive Memory as a function of air mass. The LONGFT value displayed on the scan tool is the value being used for the current operating condition. O2 sensor voltage SHRTFT, Short Term Fuel Trim, shifted rich LONGFT, Long Term Fuel Trim, learning the rich correction O2 sensor voltage SHRTFT, Short Term Fuel Trim, shifted rich LONGFT, Long Term Fuel Trim, learning the rich correction Ford Motor Company Revision Date: July 30, 2013 Page 57 of 261 O2 sensor voltage

58 SHRTFT, Short Term Fuel Trim, shifted rich LONGFT, Long Term Fuel Trim, learning the rich correction As components continue to change beyond normal limits or if a malfunction occurs, the long-term fuel trim values will reach a calibratable rich or lean limit where the adaptive fuel strategy is no longer allowed to compensate for additional fuel system changes. Long term fuel trim corrections at their limits, in conjunction with a calibratable deviation in short term fuel trim, indicate a rich or lean fuel system malfunction. Note that in the PCM, both long and short-term fuel trim are multipliers in the fuel pulse width equation. Scan tools normally display fuel trim as percent adders. If there were no correction required, a scan tool would display 0% even though the PCM was actually using a multiplier of 1.0 in the fuel pulse width equation. Ford Motor Company Revision Date: July 30, 2013 Page 58 of 261

59 Fuel System Monitor START Engine conditions (O2 sensors warm, closed loop fuel requests) Monitor Entry Conditions Met? No Continuously monitor short term fuel trim (SHRTFT) and long term fuel trim (LONGFT) corrections. SRTFT + LONGFT > threshold? Yes No Fuel system malfunction Fuel system OK Fault Management - MIL after 2 Driving Cycles w/malfunction END, return to START MIL Ford Motor Company Revision Date: July 30, 2013 Page 59 of 261

60 Fuel Monitor Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0171 Bank 1 Lean, P0174 Bank 2 Lean P0172 Bank 1 Rich, P0175 Bank 2 Rich continuous while in closed loop fuel none Fuel Rail Pressure (if available), IAT, CHT/ECT, MAF, TP 2 seconds to register malfunction Typical fuel monitor entry conditions: Entry condition Minimum Maximum Engine Coolant Temp 150 o F 250 o F Engine load 12% Intake Air Temp -30 o F 150 o F Air Mass Range 0.75 lb/min Purge Duty Cycle 0% 0% Typical fuel monitor malfunction thresholds: Long Term Fuel Trim correction cell currently being utilized in conjunction with Short Term Fuel Trim: Lean malfunction: LONGFT > 25%, SHRTFT > 5% Rich malfunction: LONGFT < 25%, SHRTFT < 5% Ford Motor Company Revision Date: July 30, 2013 Page 60 of 261

61 FAOSC (Rear Fuel Trim) Monitor As the front UEGO sensor ages and gets exposed to contaminants, it can develop a rich or lean bias in its transfer function. The rear bias control (also called FAOSC Fore/Aft Oxygen Sensor Control) system is designed to compensate for any of these bias shifts (offsets) using the downstream HO2S sensor. The "FAOS" monitor looks for any bias shifts at the stoichiometric point of the front UEGO sensor lambda curve. If the UEGO has developed a bias beyond the point for which it can be compensated for, lean (P2096, P2098) or rich (P2097, P2099) fault codes will be set. UEGO "FAOS Monitor" Operation: DTCs P2096 Post catalyst fuel trim system too lean (Bank 1) Monitor execution Monitor Sequence Sensors OK Monitoring Duration P2097 Post catalyst fuel trim system too rich (Bank 1) P2098 Post catalyst fuel trim system too lean (Bank 2) P2099 Post catalyst fuel trim system too rich (Bank 2) Continuous while in closed loop fuel > 30 seconds time in lack of movement test, > 30 seconds time in lack of switch test ECT, IAT, MAF, MAP, VSS, TP, ETC, FRP, FVR, DPFE EGR, VCT, VMV/EVMV, CVS, CPV, EVAPSV, FTP, CKP, CMP, ignition coils, injectors, no misfire DTCs, no system failures affecting fuel, no EVAP gross leak failure, UEGO heaters OK, rear HO2S heaters OK, no "lack of switching" malfunction, no "lack of movement" malfunction, no UEGO circuit malfunction, no rear stream 2 HO2S circuit malfunction, no rear stream 2 HO2S functional DTCs, no rear stream 2 HO2S response rate malfunction. 5 seconds to register a malfunction Ford Motor Company Revision Date: July 30, 2013 Page 61 of 261

62 Typical UEGO "FAOS Monitor" entry conditions: Entry condition Minimum Maximum Closed loop stoich fuel control Time since engine start 20 seconds Engine Coolant Temp 160 o F 250 o F Time since entering closed loop fuel Fuel Level 15% 20 seconds Short Term Fuel Trim Range -13% 18% Air mass range 2 lbm/min 8 lbm/min Learning conditions stability time (based on air mass) Injector fuel pulse width (not at minimum clip) Inferred HO2S 2 Heated Tip Temperature No excessive movement between currently utilized long term fuel trim cells (1 = complete change from one cell to adjacent cell) UEGO sensor within +/- 2 % from the fuel control target UEGO ASIC not in recalibration mode Stream1 UEGO response test not running Intrusive UEGO catalyst monitor not running Not performing intrusive UEGO Lack-of-Movement fuel control defib No air passing through during valve overlap (scavenging). 15 seconds 650 usec 1100 o F Battery Voltage 11.0 Volts 18.0 Volts 0.5 Typical UEGO "FAOS Monitor" malfunction thresholds: >= 5 seconds since reaching the FAOSC lean or rich limits while system bias maturity is met. Lean malfunction: rear bias trim limit Rich malfunction: rear bias trim limit Ford Motor Company Revision Date: July 30, 2013 Page 62 of 261

63 VEGO11-Raw high frequency data Air Fuel Ratio Imbalance Monitor The Air Fuel Imbalance Monitor is designed to monitor the cylinder-to-cylinder air fuel imbalance per engine bank. When an Air Fuel (A/F) imbalance is present, the front UEGO signal becomes noisier. The monitor uses the high frequency component from the UEGO signal as an indicator of A/F imbalance. "Hash" is the difference between two consecutive front UEGO voltage samples. The UEGO signal is monitored continuously and a differential or "hash" value is continuously calculated. When the hash is below a threshold, it is indicative of normal operation. If the hash exceeds the threshold, an A/F imbalance is assumed which increments a hash error counter. The counter accumulates hash during series of calibratable rpm windows. Typically, a single window consists of 50 engine revolutions. A total rpm window counter calculates number of completed rpm windows. Monitor completion typically requires 30 rpm windows. When the monitor completes, an A/Fuel imbalance index is calculated. The monitor index is defined as the ratio of the failed rpm windows over the total rpm windows required to complete monitor. If the monitor imbalance ratio index exceeds the threshold value, an A/F imbalance DTC is set. Normal cylinder 20% lean shift VEGO11 VEGO Time hash is the voltage difference between consecutive samples of a high frequency UEGO sensor signal. Ford Motor Company Revision Date: July 30, 2013 Page 63 of 261

64 10 sec counter, error counter uego11 diff u ego11 uego11 UEGO sensor signal with hash 2 Bank Time(sec) Time(sec) 2000 Calculated hash and hash threshold Time(sec) one rpm window Time(sec) hash error counter and threshold Ford Motor Company Revision Date: July 30, 2013 Page 64 of 261

65 Air Fuel Ratio Imbalance Operation DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P219A Bank 1 Air-Fuel Ratio Imbalance P219B Bank 2 Air-Fuel Ratio Imbalance Once per driving cycle during closed loop Monitor runs after fuel monitor has adapted ECT, IAT, MAF, VSS, TP, ETC, FRP, DPFE EGR, VCT, VMV/EVMV, CVS, FTP, CKP, CMP, ignition coils, injectors, no misfire DTCs, no system failures affecting fuel, no EVAP gross leak failure, UEGO heaters OK, rear HO2S heaters OK, no "lack of switching" malfunction, no "lack of movement" malfunction, no UEGO circuit malfunction, no rear stream 2 HO2S circuit malfunction, no rear stream 2 HO2S functional DTCs, no rear stream 2 HO2S response rate malfunction. Time to complete monitor ranges from 300 to 700 seconds Air Fuel Ratio Imbalance entry conditions: Entry condition Minimum Maximum Closed Loop Fuel Control Engine Air Mass 2 lb/min 10 lb/min Engine RPM 1250 rpm 3000 rpm Engine Load 40% 70% Engine Coolant Temp 150 o F 250 o F Intake Air Temp 20 o F 150 o F Throttle Position Rate of Change v/100 msec Fuel percentage from purge 40% Fuel Level 15% Fuel monitor has adapted No purge on/off transition Fuel type leaning is complete (FFV only) Air Fuel Ratio Imbalance malfunction thresholds: Imbalance Ratio Bank 1 >.75 Imbalance Ratio Bank 2 >.75 J1979 AFIMN MONITOR MODE $06 DATA Monitor ID Test ID Description $81 $80 Bank 1 imbalance-ratio and max. limit (P219A/P219B) unitless $82 $80 Bank 2 imbalance-ratio and max. limit (P219A/P219B) unitless Ford Motor Company Revision Date: July 30, 2013 Page 65 of 261

66 Flex Fuel Operation Ford Motor Company is cooperating with the Department of Energy in providing customers with vehicles capable of using alcohol-blended fuels. These fuels are renewable and can lower some engine emission byproducts. The original 1993 Taurus vehicle hardware and calibration were designed for use on any combination of gasoline or methanol up to 85% methanol. Current flex fuel vehicles, however, are no longer designed for methanol, but are designed to be compatible with any combination of gasoline and ethanol, up to 85% ethanol. This flexible fuel capability allows the vehicle to be usable in all regions of the country, even as the alcohol infrastructure is being built. Operation of a vehicle with the alcohol-blended fuels is intended to be transparent to the customer. Drivability, NVH, and other attributes are not notably different when using the alcohol-blended fuels. The higher octane of alcohol-blended fuels allows a small increase in power and performance (approximately 4%), but this is offset by the lower fuel economy (approximately 33%) due to the lower energy content. Cold starts with alcohol-blended fuels are somewhat more difficult than with gasoline due to the lower volatility of alcohol-blended fuels; 10% vaporization occurs at approximately 100 F for gasoline vs. 160 F for 85% ethanol. Ethanol requires approximately 37% more flow than gasoline due to a lower heating value (29.7 vs MJ/kg). Consequently, Flex Fuel vehicles require higher flow injectors than their gasoline counterparts. This results in a smaller fuel pulse widths with gasoline and makes the task of purging the canister more difficult during idles and decels. In order to maintain proper fuel control, the PCM strategy needs to know the stoichiometric Air/Fuel Ratio for use in the fuel pulse width equation. On pre-2000 MY flex fuel vehicles, the percent alcohol in the fuel was determined by reading the output of the Flex fuel Sensor. The percent alcohol was stored in a register called Percent Methanol (PM). Although current alcohol-blended fuels only include ethanol, the percent methanol nomenclature has persisted. On 2000 MY and later vehicles, the Flex Fuel Sensor has been deleted and PM is inferred. The strategy to infer the correct A/F Ratio (AFR) relies on the oxygen sensor input to maintain stoichiometry after vehicle refueling occurs. The relationship between PM and AFR is shown in the table below. PM (percent alcohol) Stoich Air Fuel Ratio = * PM Stoichiometric AFR 0.00 (100 % gasoline) (standard gasoline) (standard E85) (100% ethanol) 9.00 Ford Motor Company Revision Date: July 30, 2013 Page 66 of 261

67 The fuel level input is used to determine if a refueling event has occurred, either after the initial start or while the engine is running. If refueling event is detected (typically calibrated as a 10% increase in fuel level), the PCM tracks the "old" fuel being consumed by the engine. After a calibrated amount of "old" fuel has been consumed from the fuel lines, fuel rail, etc., the "new" fuel is assumed to have reached the engine. Normal long term fuel trim learning and purge control are temporarily disabled along with the evaporative system monitor and fuel system monitor to allow the composition of the fuel to be determined. The filtered value of short-term fuel trim is used during closed loop to adjust AFR in order to maintain stoichiometry. During learning, all changes in AFR are stored into the AFRMOD register. As updates are made to the AFRMOD register, the fuel composition register (PM) is updated and stored in Keep Alive Memory. Learning continues until the inference stabilizes with stabilized engine operating conditions. The PM inference and engine operating conditions are considered to have stabilized when all of the following conditions are satisfied: ECT indicates the engine has warmed up (typically 170 F) or an ECT related fault is present. Enough "new" fuel has been consumed (typically 0.5 lb - vehicle dependant) to insure fuel is adequately mixed. The filtered value of short term fuel trim is in tight fuel control around stoichiometry, (typically +/- 2%) for at least 5 O2 sensor switches or AFRMOD is at a clip. The engine has been operated for a calibratable length of time, based on ECT temperature at start (typically 200 sec. at 40 F and 30 sec at 200 F) or an ECT related fault is present. The engine has been operating in closed loop fuel, with the brake off, within a calibratable (off-idle) air mass region (typically 2.4 to 8 lb/min) for 5 seconds, to minimize the effect of errors such as vacuum leaks. Once the value of PM has stabilized (usually about 7 miles of driving), AFRMOD and PM are locked and deemed to be "mature." After PM is deemed "mature," normal fuel trim learning and purge control are re-enabled along with the fuel system monitor and evaporative system monitor. Any observed fueling errors from that point on are rolled into normal long term fuel trim (via adaptive fuel learning). All remaining OBD-II monitors remain enabled unless AFR is observed to be changing. If AFR is changing, all monitors (except CCM and EGR) are disabled until the AFR stabilizes. This logic is same as was used for FFV applications that used a sensor. The AFR rate of change required to disable OBD-II monitor operation is typically 0.1 A/F (rate is based on the difference between a filtered value and the current value). For a fuel change from gasoline to E85 or vice versa, AFR typically stabilizes after 2 to 3 minutes on an FTP cycle. If a large refueling event is detected (typically calibrated as a 40% to 50% increase in fuel level), the PCM strategy tries to assign the "new" fuel as gasoline or ethanol (E85) on the assumption that the only fuels available are either gasoline or E85. The strategy performs this fuel assignment to gasoline or ethanol (E85) only if the "old" and the "new" stabilized inferred fuel composition values are within a specified amount of each other (typically 5-10%), indicating that the fuel in the tank is the same as the fuel that was added and therefore must be either gasoline or ethanol (E85). If the "old" and "new" stabilized inferred fuel composition values are not near each other, the fuel added must be different from what was in the tank and the strategy retains the current inferred value of PM until the next refuel. By assigning the fuel to gasoline or ethanol (E85) in this manner, normal fuel system errors can be learned into normal long term fuel trip for proper fuel system error diagnosis. After a battery disconnect or loss of Keep Alive Memory, the strategy will infer AFR immediately after going into closed loop fuel operation. A vehicle that previously had fuel system errors learned into long term fuel trim will infer incorrect values of AFR. After the value of AFR is determined, it is fixed until the next refueling event. If the next refueling event is performed with the same fuel (either E85 or gasoline), the value of AFR will not change. The fuel is then assigned to be E85 or gasoline as explained above. The long term fuel trim will again be a reliable indication of normal fuel system errors. Only one large tank fill is required to assign the fuel as being either gasoline or ethanol, if the inferred AFR did not change significantly. If AFR did change significantly, several tank fills with the same fuel may be necessary to assign the fuel as gasoline or ethanol. As the vast majority of vehicles are expected to be operated with gasoline, the initial value of AFR is set to gasoline. This is the starting point for the AFR after a battery disconnect and will allow for normal starting. Some vehicles may have E85 in the fuel tank after having a battery disconnect, and may not have a good start or drive away. The startability of alcohol-blended fuels at extreme cold temperatures (< 0 F) is difficult under normal conditions; these vehicles may be required to be towed to a garage for starting if a battery disconnect occurs. Ford Motor Company Revision Date: July 30, 2013 Page 67 of 261

68 Front HO2S Monitor Front HO2S Signal The time between HO2S switches is monitored after vehicle startup when closed loop fuel has been requested, during closed loop fuel conditions and when open loop fuel has been requested due to an HO2S fault. Excessive time between switches with short term fuel trim at its limits (up to +/- 40%), or no switches since startup indicate a malfunction. Since lack of switching malfunctions can be caused by HO2S sensor malfunctions or by shifts in the fuel system, DTCs are stored that provide additional information for the lack of switching malfunction. Different DTCs indicate whether the sensor was always indicates lean/disconnected (P2195, P2197), or always indicates rich (P2196, P2198). Characteristic Shift Downward (CSD) is a deviation from the normal positive voltage output of the HO2S signal to negative voltage output. During a full CSD, the HO2S signal shifts downward (negative) by 1 volt. CSD occurs when the reference chamber of the HO2S becomes contaminated, causing negative HO2S voltage to be generated. Even though CSD can occur in both front and rear HO2S signals, only the front HO2S are compensated for CSD. The CSD compensation algorithm must not be in the process of driving fuel to bring the HO2S out of CSD before running some of the HO2S monitors MY and later vehicles monitor the HO2S signal for high voltage, in excess of 1.1 volts and store a (P0132, P0152) DTC. An over voltage condition is caused by a HO2S heater or battery power short to the HO2S signal line. HO2S Lack of Switching Operation: DTCs P Lack of switching, sensor indicates lean, Bank 1 Monitor execution Monitor Sequence Sensors OK Monitoring Duration P Lack of switching, sensor indicates rich, Bank 1 P Lack of switching, sensor indicates lean, Bank 2 P Lack of switching, sensor indicates rich, Bank 2 continuous, from startup and while in closed loop fuel or open loop fuel due to HO2S fault None ECT, IAT, MAF, VSS, TP, ETC, FRP, DPFE EGR, VCT, VMV/EVMV, CVS, FTP, CKP, CMP, ignition coils, injectors, no misfire DTCs, no system failures affecting fuel, no EVAP gross leak failure, front HO2S heaters OK, no front HO2S over voltage 30 seconds to register a malfunction Ford Motor Company Revision Date: July 30, 2013 Page 68 of 261

69 Typical HO2S Lack of Switching entry conditions: Entry condition Minimum Maximum Closed Loop or Open Loop Requested due to HO2S fault Stream 1 HO2S not in CSD recovery mode No fuel flow entering thru PCV during cold start when flashing off fuel in oil (for O2 Sensor Stuck Rich DTCs only) Inferred Ambient Temperature Time within entry conditions Fuel Tank Pressure -40 o F Fuel Level 15% 10 seconds 10 in H 2 O Battery Voltage 11.0 Volts 18.0 Volts Typical HO2S Lack of Switching malfunction thresholds: < 5 switches since startup for > 30 seconds in test conditions or > 30 seconds since last switch while closed loop fuel HO2S Over Voltage Test Operation: DTCs P0132 Over voltage, Bank 1 P0152 Over voltage, Bank 2 Monitor execution Continuous Monitor Sequence None Sensors OK front HO2S heaters OK Monitoring Duration 10 seconds to register a malfunction Typical HO2S Over Voltage Test entry conditions: Entry condition Minimum Maximum Inferred Stream 1 HO2S temperature 400 o F Battery Voltage 11.0 Volts 18.0 Volts Typical HO2S Over Voltage Test malfunction thresholds: > 1.1 volts for 10 seconds for over voltage test Ford Motor Company Revision Date: July 30, 2013 Page 69 of 261

70 The HO2S is also tested functionally. The response rate is evaluated by entering a special 1.5 Hz. square wave, fuel control routine. This routine drives the air/fuel ratio around stoichiometry at a calibratable frequency and magnitude, producing predictable oxygen sensor signal amplitude. A slow sensor will show reduced amplitude. Oxygen sensor signal amplitude below a minimum threshold indicates a slow sensor malfunction. (P0133 Bank 1, P0153 Bank 2). If the calibrated frequency was not obtained while running the test because of excessive purge vapors, etc., the test will be run again until the correct frequency is obtained. HO2S Response Rate Operation: DTCs P0133 (slow response Bank 1) Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0153 (slow response Bank 2) once per driving cycle > 30 seconds time in lack of switch test ECT, IAT, MAF, VSS, TP, ETC, FRP, DPFE EGR, VCT, VMV/EVMV, CVS, FTP, CKP, CMP, ignition coils, injectors, no misfire DTCs, no system failures affecting fuel system, no EVAP gross leak failure, no "lack of switching" malfunctions, front HO2S heaters OK no front HO2S over voltage 6 seconds Typical HO2S response rate entry conditions: Entry condition Minimum Maximum Stream 1 HO2S not in CSD recovery mode Flex Fuel Composition not changing Not in Phase 0 of Evaporative System Monitor No Purge System reset Purge intrusive test not running Not performing CSER spark retard Engine Coolant Temp 150 o F 240 o F Intake Air Temp 140 o F Time since entering closed loop fuel 10 seconds Inferred Catalyst Midbed Temperature 1600 o F Fuel Level 15% Short Term Fuel Trim Range -9% 11% Short Term Fuel Trim Absolute Change while in monitor 10% Engine Load 20% 50% Maximum change in engine load while in monitor 0.13 Vehicle Speed 30 mph 80 mph Maximum change in vehicle speed while in monitor 3 mph Engine RPM 1000 rpm 2000 rpm Maximum change in engine rpm while in monitor 150 rpm Battery Voltage 11.0 Volts 18.0 Volts Ford Motor Company Revision Date: July 30, 2013 Page 70 of 261

71 Typical HO2Sresponse rate malfunction thresholds: Voltage amplitude: < 0.5 volts J1979 Front HO2S Mode $06 Data Monitor ID Test ID Description $01 $80 HO2S11 voltage amplitude and voltage threshold P0133/P0153) Volts $01 $01 H02S11 sensor switch-point voltage Volts $05 $80 HO2S21 voltage amplitude and voltage threshold P0133/P0153) Volts $05 $01 H02S21 sensor switch-point voltage Volts Ford Motor Company Revision Date: July 30, 2013 Page 71 of 261

72 Front HO2S Heaters The HO2S heaters are monitored for proper voltage and current. A HO2S heater voltage fault is determined by turning the heater on and off and looking for corresponding voltage change in the heater output driver circuit in the PCM. A separate current-monitoring circuit monitors heater current once per driving cycle. The heater current is actually sampled three times. If the current value for two of the three samples falls below a calibratable threshold, the heater is assumed to be degraded or malfunctioning. (Multiple samples are taken for protection against noise on the heater current circuit.) HO2S Heater Monitor Operation: DTCs Sensor 1 P0135 O2 Heater Circuit, Bank 1 Monitor execution P0155 O2 Heater Circuit, Bank 2 P0053 O2 Heater Resistance, Bank 1 P0059 O2 Heater Resistance, Bank 2 once per driving cycle for heater current, continuous for voltage monitoring Monitor Sequence Heater current monitor: Stream 1 HO2S/UEGO response test complete (2010 MY and earlier), Stream 2 and 3 HO2S functional tests complete (2010 MY and earlier), HO2S/UEGO heater voltage check complete Sensors OK Monitoring Duration Heater current monitor: no HO2S/UEGO heater voltage DTCs < 10 seconds for heater voltage check, < 5 seconds for heater current check Typical HO2S heater monitor entry conditions: Entry condition Minimum Maximum Inferred HO2S 1 Temperature (heater voltage check only) 150 o F 1250 o F Inferred HO2S 1 Temperature (heater current check only) 250 o F 1250 o F HO2S 1/2/3 heater-on time (heater current check only) 30 seconds Engine RPM (heater current check only) 5000 rpm Battery Voltage (heater voltage check only) Volts Typical HO2S heater check malfunction thresholds: Smart driver status indicated malfunction Number monitor retries allowed for malfunction > = 30 Heater current outside limits: < Amps or > 3 Amps, (NTK) < Amps or > 3 Amps, (Bosch) < Amps or > 3 Amps, (NTK Fast Light Off) < Amps or > 3 Amps, (Bosch Fast Light Off) Ford Motor Company Revision Date: July 30, 2013 Page 72 of 261

73 J1979 HO2S Heater Mode $06 Data Monitor ID Test ID Description Units $41 $81 HO2S11 Heater Current (P0053) Amps $45 $81 HO2S21 Heater Current (P0059) Amps Ford Motor Company Revision Date: July 30, 2013 Page 73 of 261

74 HO2S Monitor START Closed Loop Fuel, O2 sensor temperature, fuel pressure, fuel level Switching Test Entry Conditions Met? No Yes Front O2 Sensor Signal Status - rich/lean Short Term Fuel Trim at limits Time between O2 switches > 30 sec? Yes Monitor HO2S voltage and heater current and voltage Response Test Entry Conditions Met? No Front O2 Sensor Voltage Heater Voltage and Current Initiate 1.5 Hz fuel square wave and monitor HO2S voltage amplitude Front O2 Sensor Voltage Amplitude < threshold? Yes Voltage or current > threshold? No END No Yes MIL Fault Management - MIL after 2 Driving Cycles w/malfunction Ford Motor Company Revision Date: July 30, 2013 Page 74 of 261

75 Front UEGO Monitor Front UEGO Signal The UEGO sensor infers an air fuel ratio relative to the stoichiometric (chemically balanced) air fuel ratio by balancing the amount of oxygen pumped in or out of a measurement chamber. As the exhaust gasses get richer or leaner, the amount of oxygen that must be pumped in or out to maintain a stoichiometric air fuel ratio in the measurement chamber varies in proportion to the air fuel ratio. By measuring the current required to pump the oxygen in or out, the air fuel ratio (lambda) can be estimated. Note that the measured air fuel ratio is actually the output from the UEGO ASIC pumping current controller and not a signal that comes directly from the sensor. Bosch LSU 4.9 PC M Pump Current Measurement + - Exhaust Gasses O 2, HC,CO NOx, H Senso r Diffusion Passage O - Detection Cavity O Nernst cell - (EGO) Reference Air Heater Pumping Cell Connector Trim Resistor ( Ohm) IN RE H + IP IA H - Measured Pumping Current +2.5V Virtual Ground Impedance Measuremen t 450 mv ref. + - Measurement Resistor (61.9 Ohm) Total Pumping Current 20ua reference pump current Heater Control Measured Impedanc e Groun d B + Bosch UEGO sensor interface: IP primary pumping current that flows through the sensing resistor IA current flow through trim resistor in parallel with sense resistor. VM Virtual ground, approximately 2.5 volts above PCM ground. RE Nernst cell voltage, 450mv from VM. Also carries current for pumped reference. H+ Heater voltage to battery. H- Heater ground side Duty cycle on/off to control sensor temperature. Ford Motor Company Revision Date: July 30, 2013 Page 75 of 261

76 NTK ZFAS-U2 PC M Pump Current Measurement Connector + - Sensor Exhaust Gasses O 2, HC,CO NOx, H Diffusion Passage O - Detection Cavity O Nernst cell - (EGO) Reference Air Heater Pumping Cell Label Resistor (3.5k 1m Ohm) IP COM VS + RL - H - Voltage Divider Measured Pumping Current +3.6V Virtual Ground 450 mv ref. Impedance Measuremen t + - Measurement Resistor (300 Ohm) Total Pumping Current reference pump current Multiplex Heater Control Ground H + B + NTK UEGO sensor interface: IP primary pumping current that flows through the sensing resistor COM Virtual ground, approximately 3.6 volts above PCM ground. VS Nernst cell voltage, 450mv from COM. Also carries current for pumped reference. RL - Voltage input from label resistor. H+ Heater voltage to battery. H- Heater ground side Duty cycle on/off to control sensor temperature. The primary component of a UEGO sensor is the diffusion passage that controls the flow of exhaust gasses into a detection cavity, a Nernst cell (essentially an EGO sensor inside the UEGO sensor) that measures the air fuel ratio in the detection cavity. A control circuitry in the ASIC chip (mounted in the PCM) controls the pumping current (IP) to keep the detection cavity near stoichiometry by holding the Nernst cell at 450 mv. This Nernst cell voltage (RE, VS) is 450mV from the virtual ground (VM, COM), which is approximately 2.5V (Bosch UEGO) or 3.6V (NTK UEGO) above the PCM ground. For the Nernst cell to generate a voltage when the detection cavity is rich, it needs an oxygen differential across the cell. In older UEGO (and HEGO) sensor designs, this was provided by a reference chamber that was connected to outside air through the wire harness that was subject to contamination and "Characteristic Shift Down (CSD)". The new UEGO sensor uses a pumped reference chamber, which is sealed from the outside to eliminate the potential for contamination. The necessary oxygen is supplied by supplying a 20 ua pumping current across the Nernst cell to pump small amounts of oxygen from the detection cavity to the reference chamber. The pumping cell pumps oxygen ions in and out of the detection cavity from and to the exhaust gasses in response to the changes in the Nernst cell voltage. The pumping current flows through the sense resistor and the voltage drop across the sense resistor is measured and amplified. Offset volts are sent out of the ASIC to one of the PCM's A/D inputs. The PCM measures the voltage supplied by the ASIC, determines the pumping current, and converts the pumping current to measured lambda. In general, the circuitry that measures the pumping current is used to estimate the air fuel ratio in the exhaust system. The UEGO sensor also has a trim (IA) or label resistor (RL). The biggest source of part to part variability in the measured air fuel ratio is difference in the diffusion passage. This source of variation is simply the piece-to-piece differences from the manufacturing process. To compensate for this source of error, each sensor is tested at the factory and a trim or label resistor is installed in the connector. The value of this resistor is chosen to correlate with the measured difference between a particular sensor and a nominal sensor. Ford Motor Company Revision Date: July 30, 2013 Page 76 of 261

77 For NTK UEGO, the variation in the Ip signal value is corrected for by a compensation coefficient (CC), and then processed by the PCM. The value of CC (Ip rank) is determined by the value of RL. The PCM must command the ASIC to read the value of RL, so CC can be determined. After measuring the value of the label resistor, the PCM software will multiply the measured pumping current (Ip) by a compensation coefficient and determine a corrected pumping current that is used to calculate the measured exhaust air fuel ratio. During each power up, the PCM will briefly turn the UEGO heater power off, measure the output voltage from the voltage divider several times, average it, and estimate the resistance of the label resistor. The PCM will do this estimation multiple times, and if all samples are consistently within one resistor "rank", then the RL compensation coefficient determination is completed and the resistor "rank" compensation coefficient value will be stored in keep alive memory. On the other hand, if the several readings are not consistently within one rank for some amount of time, then the PCM A/D input is considered not reliable/rl erratic, and a trim circuit erratic malfunction (P164A, P164B) will be set. Conversely, if the estimated resistance is too high, then the software in the PCM will indicate RL circuit shorted to ground or open, and a trim circuit low malfunction (P2627, P2630) will be set. If the estimated resistance is too low, then the software will indicate RL circuit shorted to power, and a trim circuit high malfunction (P2628, P2631) will be set. Once a trim circuit malfunction is detected, then the compensation coefficient of the label resistor "rank" stored in KAM will be used. For Bosch UEGO, the trim resistor is connected in parallel to the pumping current sense resistor and the pumping current flows through both. The trim resistor adjusts the measured pumping current back to the expected nominal value at any given air fuel ratio (correcting for the sensor to sensor variations in the diffusion passage). Small trim resistors are required for sensors that require more pumping current at any particular lambda. Conversely, for sensors with lower diffusion rates than average, less pumping current is required, so a higher than average impedance trim resistor is installed. When IA circuit is open, all of the pumping current flows through the measuring resistor which increases the measured voltage. Since the pumping current is amplified, the UEGO pumping current to lambda transfer function will reflect the error. The slope of the UEGO sensor transfer function changes, which results in the wrong output of the UEGO signal (the slope of the pumping current to lambda relationship can increase or decrease). For "stoichiometric" air/fuel control applications, an open IA circuit is not monitored since the lambda error is minimal in "stoichiometric" mode. A worst case (40 ohm resistor) open IA was tested on a 2008 MY 3.5L Taurus PZEV and showed no impact on tailpipe emissions. Ford Motor Company Revision Date: July 30, 2013 Page 77 of 261

78 The time spent at the limits of the short term fuel trim is monitored after vehicle startup when closed loop fuel has been requested, during closed loop fuel conditions, or when open loop fuel has been requested due to UEGO sensor fault. Excessive time with short term fuel trim at its limits (up to +/- 40%), or no rich / lean activity seen since startup indicates a "lack of switch" malfunction. Since lack of switching malfunctions can be caused by UEGO sensor malfunctions or by shifts in the fuel system, DTCs are stored that provide additional information for the lack of switching malfunction. Different DTCs indicate whether the sensor always indicates lean (P2195, P2197), or always indicates rich (P2196, P2198). UEGO Lack of Switching Operation: DTCs P2195 Lack of switching, sensor indicates lean, Bank 1 Monitor execution Monitor Sequence Sensors OK Monitoring Duration P2196 Lack of switching, sensor indicates rich, Bank 1 P2197 Lack of switching, sensor indicates lean, Bank 2 P2198 Lack of switching, sensor indicates rich, Bank 2 continuous, from startup and while in closed loop fuel or open loop fuel due to UEGO sensor fault None ECT, IAT, MAF, MAP, VSS, TP, ETC, FRP, FVR, DPFE EGR, VCT, VMV/EVMV, CVS, CPV, EVAPSV, FTP, CKP, CMP, ignition coils, injectors, no misfire DTCs, no system failures affecting fuel, no EVAP gross leak failure, UEGO heaters OK, no "lack of movement" malfunction, no UEGO circuit malfunction 30 seconds to register a malfunction Typical UEGO Lack of Switching" entry conditions: Entry condition Minimum Maximum Closed Loop or Open Loop Requested due to UEGO sensor fault No fuel flow entering thru PCV during cold start when flashing off fuel in oil (for O2 Sensor Stuck Rich DTCs only) Inferred Ambient Temperature Time within entry conditions Fuel Tank Pressure -40 o F Fuel Level 15% UEGO ASIC not in recalibration mode No air passing through during valve overlap (scavenging). 10 seconds 10 in H 2 O Battery Voltage 11.0 Volts 18.0 Volts Typical UEGO Lack of Switching malfunction thresholds: Stage 1: > 30 seconds since reaching the short term fuel trim limits while closed loop fuel. Stage 2: < 0.5 seconds rich or < 0.5 seconds lean since startup for > 30 seconds in test conditions while open loop fuel is requested due to UEGO sensor fault. Ford Motor Company Revision Date: July 30, 2013 Page 78 of 261

79 For Bosch UEGO applications, the time spent when the measured lambda is nearly 1.0 is also monitored after vehicle startup when closed loop fuel has been requested, during closed loop fuel conditions, or when open loop fuel has been requested due to UEGO sensor fault. Excessive time without measured lambda deviating from 1.0, in spite of attempts to force activity (via fuel control and reference current "defib") in the measured lambda, will indicate either a "lack of movement open Pump Current circuit" malfunction or a "lack of movement - open Reference Ground circuit" malfunction. An open Pump Current circuit (IP) is differentiated from an open Reference Ground circuit (VM) by measuring the movements in the measured lambda during the reference current defib. Change in lambda movement below a minimum threshold indicates "lack of movement- open Pump Current circuit" malfunction, which results in P2237, P2240 DTCs (replaced P0134/P0154 DTCs). Conversely, change in lambda movement greater than the minimum threshold indicates an open VM, which results in P2251, P2254 DTCs (replaced P0130/P0150 DTCs). Note that the open VM detection via reference current defib is new in 2011 MY applications. Since the Bosch CJ125 or the Conti-Siemens ATIC42 ASIC do not have the capability to specifically detect an open RE or VM, separate diagnostics were created to monitor these failures. An open RE or VM will typically cause the impedance of the Nernst cell to increase. An open RE will cause the UEGO voltage to be greater than or less than a malfunction threshold while an open VM will cause the UEGO voltage to be within a malfunction band. Note that this open VM detection will only enable if the UEGO is unable to control the heater voltage at the desired set point; otherwise, the "lack of movement- open Reference Ground circuit" diagnostic will enable. Ford Motor Company Revision Date: July 30, 2013 Page 79 of 261

80 UEGO Open Circuit Diagnostic RE, VM Operation (Bosch UEGO only): DTCs P2243 O2 Sensor Reference Voltage Circuit/Open (Bank 1, Sensor 1). (replaces P0130) Monitor execution Monitor Sequence Sensors OK Monitoring Duration P2247 O2 Sensor Reference Voltage Circuit/Open (Bank 2, Sensor 1). (replaces P0150) P2251 O2 Sensor Negative Current Control Circuit/Open (Bank 1, Sensor 1) (replaces P0130) P2254 O2 Sensor Negative Current Control Circuit/Open (Bank 2, Sensor 1) (replaces P0150) continuous Intrusive Stream 1 UEGO heater current monitor completed UEGO heaters OK, no UEGO circuit malfunction 10 seconds to register a malfunction Typical UEGO Open Circuit Diagnostic RE, VM " entry conditions (Bosch UEGO only): Entry condition Minimum Maximum UEGO ASIC not in recalibration mode All injectors on (no Decel Fuel Shut Off) Short term fuel trim 33% Time heater control voltage at maximum limit during open loop heater control Time heater control voltage at maximum or minimum limit during closed loop heater control Battery Voltage 11.0 Volts 18.0 Volts 9 seconds (Bosch UEGO) 20 seconds (NTK UEGO) 7 seconds (Bosch UEGO) 1 second (NTK UEGO) Typical UEGO Open Circuit Diagnostic RE, VM malfunction thresholds (Bosch UEGO only): Open RE circuit: UEGO voltage: > 4.7 V or < 0.2 V for 10 seconds to set a DTC. Open VM circuit: 1.45 V < UEGO voltage < 1.55 V for 10 seconds to set a DTC (Bosch CJ125) V < UEGO voltage < 2.05 V for 10 seconds to set a DTC (Conti-Siemens ATIC42). Ford Motor Company Revision Date: July 30, 2013 Page 80 of 261

81 UEGO Lack of Movement Open Pump Current Circuit Operation (Bosch UEGO only): DTCs P2237 O2 Sensor Positive Current Control Circuit/Open (Bank 1, Sensor 1) (replaces P0134) Monitor execution Monitor Sequence Sensors OK Monitoring Duration P2240 O2 Sensor Positive Current Control Circuit/Open (Bank 2, Sensor 1) (replaces P0154) continuous, from startup and while in closed loop fuel or open loop fuel due to UEGO sensor fault None ignition coils, injectors, no misfire DTCs, no system failures affecting fuel, UEGO heaters OK, no "lack of switching" malfunction, no "lack of movementopen reference ground circuit" malfunction, no UEGO circuit malfunction seconds to register a malfunction Typical UEGO Lack of Movement Open Pump Current Circuit " entry conditions (Bosch UEGO only): Entry condition Minimum Maximum Closed Loop or Open Loop Requested due to UEGO sensor fault Constant lambda near stoich (~1) Time since no lambda activity seen since start up 30 sec Time since no lambda activity during intrusive Stream 1 response monitor 3 sec Inferred Ambient Temperature - 40 o F Injector fuel pulsewidth 650 usec UEGO ASIC not in recalibration mode No air passing through during valve overlap (scavenging). Battery Voltage 11.0 Volts 18.0 Volts Typical UEGO Lack of Movement Open Pump Current Circuit malfunction thresholds (Bosch UEGO only): Stage 1: > 20 seconds in test conditions without lambda movement during fuel control and reference current "defib" while in closed loop fuel and < = 0.05 change in lambda movement. Stage 2: < 0.2 seconds without lambda movement since startup for > 30 seconds in test conditions during reference current "defib" while open loop fuel is requested due to UEGO sensor fault and < = 0.05 change in lambda movement. Ford Motor Company Revision Date: July 30, 2013 Page 81 of 261

82 UEGO Lack of Movement Open Reference Ground Circuit Operation (Bosch UEGO only): DTCs P2251 O2 Sensor Negative Current Control Circuit/Open (Bank 1, Sensor 1) (replaces P0130) Monitor execution Monitor Sequence Sensors OK Monitoring Duration P2254 O2 Sensor Negative Current Control Circuit/Open (Bank 2, Sensor 1) (replaces P0150) continuous, from startup and while in closed loop fuel or open loop fuel due to UEGO sensor fault None ignition coils, injectors, no misfire DTCs, no system failures affecting fuel, UEGO heaters OK, no "lack of switching" malfunction, no "lack of movementopen pump current circuit" malfunction, no UEGO circuit malfunction seconds to register a malfunction Typical UEGO Lack of Movement Open Reference Ground Circuit " entry conditions (Bosch UEGO only): Entry condition Minimum Maximum Closed Loop or Open Loop Requested due to UEGO sensor fault Constant lambda near stoich (~1) Time since no lambda activity seen since start up 30 sec Time since no lambda activity during intrusive Stream 1 response monitor 3 sec Injector fuel pulsewidth 650 usec UEGO ASIC not in recalibration mode No air passing through during valve overlap (scavenging). Battery Voltage 11.0 Volts 18.0 Volts Typical UEGO Lack of Movement Open Reference Ground Circuit malfunction thresholds (Bosch UEGO only): Stage 1: > 20 seconds in test conditions without lambda movement during fuel control and reference current "defib" while in closed loop fuel and > 0.05 change in lambda movement. Stage 2: > 20 seconds in test conditions without lambda movement during reference current "defib" while open loop fuel is requested due to UEGO sensor fault and > 0.05 change in lambda movement. Ford Motor Company Revision Date: July 30, 2013 Page 82 of 261

83 UEGO equipped vehicles monitor the circuitry between the PCM and the UEGO sensor via the wire diagnostics capability included on the UEGO ASIC chip. The wire diagnostics will detect wires (IP, IA, VM/COM, RE/VS) shorted to battery, or ground, and in most cases will detect open circuits (IP, VM/COM, RE/VS). The diagnostic bits are transmitted to the PCM via SPI (serial peripheral interface). The SPI communication is validated continuously, and if a SPI communication failure is detected, fault code(s) P064D and/or P064E will be set. The ASIC is also capable of detecting internal circuitry failure; in which case, an ASIC failure DTC (P1646, P1647) along with the SPI communication failure DTC (P064D, P064E) will be set. o o o o o o Beginning 2011 MY, the general UEGO circuit diagnostic DTCs P0130/P0150, are now replaced by more specific DTCs. A shorted to ground circuit (Bosch UEGO IP, IA, RE, VM; NTK UEGO IP, VS, COM) will set P0131/P0151 DTCs. A shorted to battery circuit (Bosch UEGO IP, IA, RE, VM; NTK UEGO IP, VS, COM) will set P0132/P0152 DTCs. An open Pump Current circuit (IP) will set P2237/P2240 DTCs. An open Reference Ground circuit (VM/COM) will set P2251/P2254 DTCs. An open Reference Voltage circuit (RE/VS) will set P2243/P2247 DTCs. UEGO "Wire Diagnostic via ASIC" Operation: DTCs P0131 O2 circuit low voltage (Bank 1, Sensor 1). (Note: Sets for short to ground on Bosch UEGO- IP, IA, RE, VM; NTK UEGO IP, VS, COM. Replaces P0130 in Bosch UEGO applications.) P0151 O2 circuit low voltage (Bank 2, Sensor 1). (Note: Sets for short to ground on Bosch UEGO- IP, IA, RE, VM; NTK UEGO IP, VS, COM. Replaces P0150 in Bosch UEGO applications.) P0132 O2 circuit high voltage (Bank 1, Sensor 1). (Note: Sets for short to battery on Bosch UEGO- IP, IA, RE, VM; NTK UEGO IP, VS, COM. Replaces P0130 in Bosch UEGO applications.) P0152 O2 circuit high voltage (Bank 2, Sensor 1). (Note: Sets for short to battery on Bosch UEGO- IP, IA, RE, VM; NTK UEGO IP, VS, COM. Replaces P0150 in Bosch UEGO applications. P2237 O2 Sensor Positive Current Control Circuit/Open (Bank 1, Sensor 1). (Note: This DTC sets for open IP. Replaces P0130 in NTK UEGO applications. P2240 O2 Sensor Positive Current Control Circuit/Open (Bank 2, Sensor 1). (Note: Sets for open IP. Replaces P0150 in NTK UEGO applications). P2243 O2 Sensor Reference Voltage Circuit/Open (Bank 1, Sensor 1). (Note: Sets for open VS. Replaces P0130 in NTK UEGO applications). P2247 O2 Sensor Reference Voltage Circuit/Open (Bank 2, Sensor 1). (Note: Sets for open VS. Replaces P0150 in NTK UEGO applications). P2251 O2 Sensor Negative Current Control Circuit/Open (Bank 1, Sensor 1). (Note: Sets for open COM. Replaces P0130 in NTK UEGO applications). P2254 O2 Sensor Negative Current Control Circuit/Open (Bank 2, Sensor 1). (Note: Sets for open COM. Replaces P0150 in NTK UEGO applications). P164A O2 sensor positive current trim circuit performance (Bank 1, Sensor 1). (Note: Sets for an erratic RL in NTK UEGO applications only). Ford Motor Company Revision Date: July 30, 2013 Page 83 of 261

84 Monitor execution Monitor Sequence Sensors OK Monitoring Duration P164B O2 sensor positive current trim circuit performance (Bank 2, Sensor 1). (Note: Sets for an erratic RL in NTK UEGO applications only). P2627 O2 sensor positive current trim circuit low (Bank 1, Sensor 1). (Note: Sets for open or short to ground RL in NTK UEGO applications only). P2630 O2 sensor positive current trim circuit low (Bank 2, Sensor 1). (Note: Sets for open or short to ground RL in NTK UEGO applications only). P2628 O2 sensor positive current trim circuit high (Bank 1, Sensor 1). (Note: Sets for short to battery RL in NTK UEGO applications only). P2631 O2 sensor positive current trim circuit high (Bank 2, Sensor 1). (Note: Sets for short to battery RL in NTK UEGO applications only). P1646 Linear O2 sensor control chip, Bank 1. P1647 Linear O2 sensor control chip, Bank 2. P064D Internal control module O2 sensor processor performance (Bank 1). P064E Internal control module O2 sensor processor performance (Bank 2). continuous None UEGO heaters OK 10 seconds to register a malfunction Typical UEGO "Wire Diagnostic via ASIC" entry conditions: Entry condition Minimum Maximum Fault reported by UEGO ASIC Battery Voltage 11.0 Volts 18.0 Volts Typical UEGO "Wire Diagnostic via ASIC " malfunction thresholds: UEGO ASIC indicated malfunction, DTC sets after 10 seconds when circuit failure is present. Ford Motor Company Revision Date: July 30, 2013 Page 84 of 261

85 For "Non-Stoichiometric Closed Loop (NSCL)" air/fuel control applications, a continuous open IA diagnostics (Air Rationality Test) is required since the lambda error is more significant in this mode. The air rationality test will always monitor the UEGO sensor voltage or pumping current reading during Decel Fuel Shut Off (DFSO) event. The monitor compares the UEGO sensor voltage or pumping current reading in air against the expected value for pure air. If the UEGO sensor voltage or pumping current during DFSO exceeds the maximum UEGO voltage/pumping current in air threshold, then the fault timer increments. If the fault timer exceeds the fault time threshold, then open IA DTC P2626 and/or P2629 will set. Since transient sources of fuel in the exhaust after injector cut can contribute to the UEGO sensor voltage/pumping current to read lower (rich), the air rationality monitor will not call a pass until the transient sources of fuel have been exhausted and pure air entry conditions during DFSO are met (i.e. all injectors must be off, purge must be off, no fuel must be leaking around the PCV valve, and a few transport delays must have passed to allow the last fuel transients to be exhausted leaving nothing for the sensor to see, but air). Note: Beginning 2011 MY and beyond, this diagnostics will monitor the UEGO pumping current against the expected value for pure air instead of the UEGO voltage so the monitor can be ASIC chip independent. Ford Motor Company Revision Date: July 30, 2013 Page 85 of 261

86 UEGO Air Rationality Test Operation (Bosch UEGO only): DTCs P2626 O2 sensor positive current trim circuit open (Bank 1, Sensor 1) Monitor execution Monitor Sequence Sensors OK Monitoring Duration P2629 O2 sensor positive current trim circuit open (Bank 2, Sensor 1) continuous, every DFSO event Stream 1 UEGO heater voltage check complete, > 30 seconds time in lack of movement test, > 30 seconds time in lack of switch test FTP, injectors, UEGO heaters OK, no "lack of switching" malfunction, no "lack of movement" malfunction, no purge system failure, no UEGO circuit malfunction, no UEGO FAOS monitor malfunction, no front UEGO response rate malfunction 2 seconds to register a malfunction Ford Motor Company Revision Date: July 30, 2013 Page 86 of 261

87 Typical UEGO Air Rationality Test" entry conditions (Bosch UEGO only): Entry condition Minimum Maximum No injectors stuck open No purge system failure Fuel Tank Pressure Closed pedal DFSO entry conditions met DFSO requested DFSO injectors cut No purge flow being requested (pass criteria only) No fuel flow entering thru PCV during cold start when flashing off fuel in oil (pass criteria only) Transport delay (pass criteria only) UEGO ASIC not in recalibration mode 2 sec 10 in H 2 O Battery Voltage 11.0 Volts 18.0 Volts Typical UEGO Air Rationality Test malfunction thresholds (Bosch UEGO only): UEGO voltage: > 4.55 V (max UEGO sensor voltage in air, normal range) or > 3.0 V (max UEGO sensor voltage in air, wide range) for >= 2 seconds in test conditions. UEGO pumping current: > Amps for >= 2 seconds in test conditions. Ford Motor Company Revision Date: July 30, 2013 Page 87 of 261

88 Front UEGO Slow/Delayed Response Monitor (2010 MY+) The front UEGO monitor also detects malfunctions on the UEGO sensor such as reduced response or delayed response that would cause vehicle emissions to exceed 1.5x the standard (2.5x the standard for PZEV). The response rate is evaluated by entering a special 0.5 Hz square wave, fuel control routine. This routine drives the air/fuel ratio around stoichiomentry at a calibratable frequency and magnitude, producing predictable oxygen sensor signal amplitude. A UEGO slow or delayed sensor will show an increased response time which is compared to a no-fault polygon. Combinations of the rich to lean and lean to rich response times that fall outside the polygon indicate a sensor malfunction (P0133 Bank 1, P0153 Bank 2). UEGO "Response Rate" Operation: DTCs P0133 (slow/delayed response Bank 1), P0153 (slow/delayed response Bank 2) Monitor execution Monitor Sequence Sensors OK Monitoring Duration once per driving cycle > 30 seconds time in lack of movement test, > 30 seconds time in lack of switch test ECT, IAT, MAF, MAP, VSS, TP, ETC, FRP, FVR, DPFE EGR, VCT, VMV/EVMV, CVS, CPV, EVAPSV, FTP, CKP, CMP, ignition coils, injectors, no misfire DTCs, no system failures affecting fuel, no EVAP gross leak failure, UEGO heaters OK, no "lack of switching" malfunction, no "lack of movement" malfunction, no UEGO circuit malfunction, no UEGO FAOS monitor malfunction 12 seconds Ford Motor Company Revision Date: July 30, 2013 Page 88 of 261

89 Typical UEGO "Response Rate" entry conditions: Entry condition Minimum Maximum Flex Fuel Composition not changing Not in Phase 0 of Evap Monitor, Purge intrusive test not running No Purge System reset Not performing CSER spark retard Not performing intrusive UEGO Lack of Movement "defib" No IMRC transition in progress before entering the monitor and while in monitor Engine Coolant Temp 150 o F 240 o F Intake Air Temp Time since entering closed loop fuel Inferred Catalyst Midbed Temperature Fuel Level 15% 10 seconds Short Term Fuel Trim Range -5% 5% Short Term Fuel Trim Absolute Change while in monitor 15% Air Mass 1.2 lbs/min Engine Load 20% 70% Maximum change in engine load while in monitor o F 1600 o F Vehicle Speed 35 mph 80 mph Maximum change in vehicle speed while in monitor 9 mph Engine RPM 1000 rpm 3000 rpm Maximum change in engine rpm while in monitor Commanded versus actual lambda range while in monitor No excessive cam angle movement over a half cycle A/F modulation when exhaust cam position is >= 40 degree or intake cam position >= -10 degree to indicate an acceptable A/F disturbance due to cam angle movement. No excessive movement between currently utilized long term fuel trim cells (1 = complete change from one cell to adjacent cell) UEGO ASIC not in recalibration mode No air passing through during valve overlap (scavenging). 150 rpm 3 degree Battery Voltage 11.0 Volts 18.0 Volts 0.5 Ford Motor Company Revision Date: July 30, 2013 Page 89 of 261

90 Rich to Lean Response Time, sec Typical UEGO "Response Rate" malfunction thresholds: Threshold depends on failure type (symmetric slow/delay vs. Asymmetric slow/delay) Threshold (red) and No-Fault (green) data vs. No Fault Zone (Bank 1) Example shown with lean-to-rich (0.2 sec), rich-to-lean (0.2 sec), and symmetric (0.6 sec) thresholds creating the yellow no-fault zone. The completeted monitor results in two measurements, a lean-to-rich response time and a rich-to-lean response time. These response time values are used as x-y pairs to make a single point and then compared to the no-fault zone. Anywhere in the yellow is a pass and outside the yellow is a failure Lean to Rich Response Time, sec J1979 Front UEGO Mode $06 Data Monitor ID Test ID Description $01 $87 UEGO11 Rich to Lean Response Time (P0133) seconds $01 $88 UEGO11 Lean to Rich Response Time (P0133) seconds $05 $87 UEGO21 Rich to Lean Response Time (P0153) seconds $05 $88 UEGO21 Lean to Rich Response Time (P0153) seconds Ford Motor Company Revision Date: July 30, 2013 Page 90 of 261

91 UEGO Heaters The UEGO heater is controlled as a function of the measured impedance to keep the sensor at a near constant temperature (Bosch: 780 deg C, NTK: 830 deg C). The impedance of the Nernst cell decreases as the sensor temperature increases. This impedance is measured by periodically applying a small current across the Nernst cell and measuring the change in the voltage. The output voltage is then sent to an A/D input on the PCM. After a cold start, the UEGO heater ramps up to the maximum duty cycle to heat the sensor. After a few seconds, the measured impedance will start to decrease and when the target value is crossed, the heater goes into closed loop heater control to maintain the sensor at a near constant temperature. The "UEGO Heater Temperature Control Monitor" tracks the time at the maximum duty cycle during the open loop sensor warm up phase. If the measured impedance does not come down to the target value to allow the system to transition from open loop heater control to closed loop heater control within a specified time, then a fault code is set. This monitor also sets a malfunction when the closed loop heater control reaches a maximum or minimum value for a period of time indicating that the controller is no longer able to maintain the target temperature,; however, if the inferred exhaust temperature is high enough that the sensor will be above the target temperature even with no heat, then this monitor is disabled. The UEGO heaters are also monitored for proper voltage and current. A UEGO heater voltage fault (open, shorted to ground, or shorted to battery) is determined by turning the heater on and off and looking for corresponding voltage change in the heater output driver circuit in the PCM. A separate current-monitoring circuit monitors heater current once per driving cycle. This monitor normally runs in closed loop heater control after all the exhaust gas sensor functional tests are completed (2010 MY and earlier), however, it can also run intrusively. When the UEGO sensor indicates cold, but the heater is inferred to have been adequately warm, the current monitor is forced to run intrusively prior to the completion of the heater temperature control monitor. The heater current is actually sampled once to three times. Multiple samples are taken for protection against noise on the heater current circuit. If the majority of the current samples fall below or above a calibratable threshold, the heater is assumed to be degraded or malfunctioning. Beginning 2012MY, some PCMs do not have a separate current-monitoring circuit. For PCMs that do not have the current-monitoring circuit, a degraded or malfunctioning UEGO heater is detected by the "UEGO Heater Temperature Control Monitor". Ford Motor Company Revision Date: July 30, 2013 Page 91 of 261

92 UEGO Heater Monitor Operation: DTCs P0030 Heater Temperature Control Failure, Bank 1 Monitor execution Monitor Sequence Sensors OK P0050 Heater Temperature Control Failure, Bank 2 P0135 O2 Heater Circuit, Bank 1 P0155 O2 Heater Circuit, Bank 2 P0053 O2 Heater Resistance, Bank 1 P0059 O2 Heater Resistance, Bank 2 once per driving cycle for heater current monitor, continuous for voltage monitoring and heater temperature control monitoring Heater current monitor: Stream 1 UEGO response test complete (2010 MY and earlier), Stream 2 and 3 HO2S functional tests complete (2010 MY and earlier), Stream 1 UEGO heater voltage check complete. Heater temperature control monitor: intrusive heater current monitor completed. Heater current monitor: no HO2S/UEGO heater circuit malfunction, no UEGO heater temperature control malfunction, no UEGO circuit malfunction Heater temperature control monitor: no UEGO circuit malfunction, no UEGO heater circuit malfunction, no UEGO heater current monitor DTCs. Monitoring Duration < 10 seconds for heater voltage check, < 5 seconds for heater current check, >= 30 seconds for the heater temperature control monitor to register a malfunction Typical UEGO heater monitor entry conditions: Entry condition Minimum Maximum Inferred UEGO unheated tip temperature (heater voltage check only) Inferred UEGO heated tip temperature (heater current check only) 75 o F 1562 o F 1346 o F 1526 o F UEGO heater-on time (heater current check only) Engine RPM (heater current check only) Time heater control voltage at maximum limit during open loop heater control (intrusive heater current check only Time heater control voltage at maximum or minimum limit during closed loop heater control (intrusive heater current check only) Inferred UEGO unheated tip temperature (heater control monitor only) UEGO ASIC not in recalibration mode 30 seconds 5000 rpm 75 o F 1000 o F Battery Voltage 11.0 Volts 18.0 Volts 9 seconds (Bosch UEGO) 20 seconds (NTK UEGO) 7 seconds (Bosch UEGO) 1 second (NTK UEGO) Ford Motor Company Revision Date: July 30, 2013 Page 92 of 261

93 Typical UEGO heater check malfunction thresholds: Smart driver status indicated malfunction (heater voltage check) Number monitor retries allowed for malfunction > = 30 (heater voltage check) Heater current outside limits: < 1.0 Amps or > 3 Amps (intrusive test) or < 0.55 Amps or > 3 Amps (Bosch UEGO) < 1.45 Amps or > 3 Amps (intrusive test) or < 1.05 Amps or > 3 Amps (NTK UEGO) < 1.62 Amps or > 3.80 Amps (intrusive test) or < 1.12 Amps or > 3.80 Amps (Conti-Moto CBP-A2 PCM with NTK UEGO) Heater temperature control monitor: > = 30 seconds to register a malfunction while the heater control integrator is at its maximum or minimum limit J1979 UEGO Heater Mode $06 Data Monitor ID Test ID Description Units $41 $81 HO2S11 Heater Current (P0053) Amps $45 $81 HO2S21 Heater Current (P0059) Amps Ford Motor Company Revision Date: July 30, 2013 Page 93 of 261

94 Start Monitor O2 sensor voltage every DFSO event (NSCL only) Front O2 Sensor Signal Status rich/lean, Short Term Fuel Trim at limits Front UEGO Monitor Time at trim limit < threshold? NO Monitor UEGO heater temperature control O2 Sensor Voltage/Pumping Current YES YES O2 sensor voltage/pump current > threshold? Closed Loop Fuel, O2 sensor temperature, fuel pressure, fuel level Switching Test Entry Conditions Met? NO NO Monitor UEGO circuits, Heater voltage and current, and UEGO voltage O2 Sensor Voltage, Heater Voltage and Current NO YES Lack of movement suspected? Front O2 Sensor Lambda Time between O2 switches < max? NO YES Initiate fuel/reference current defib and monitor Activity NO Time heater control voltage at limit < threshold? YES Front O2 Sensor Lambda Change in lambda movement > threshold? YES NO YES NO Response Test Entry Conditions Met? YES Modulate fuel request and monitor voltage activity UEGO ASIC or smart driver indicates malfunction, or current < or > threshold, or UEGO voltage outside open RE threshold or inside open VM threshold? NO END Front O2 Sensor Voltage Or Front O2 Sensor Response Time YES O2 Sensor Voltage Magnitude > threshold? Or O2 Sensor Response Time < threshold? NO YES Fault management MIL after 2 driving cycles w/ malfunction MIL Ford Motor Company Revision Date: July 30, 2013 Page 94 of 261

95 Rear HO2S Monitor Rear HO2S Signal A functional test of the rear HO2S sensors is done during normal vehicle operation. The peak rich and lean voltages are continuously monitored. Voltages that exceed the calibratable rich and lean thresholds indicate a functional sensor. If the voltages have not exceeded the thresholds after a long period of vehicle operation, the air/fuel ratio may be forced rich or lean in an attempt to get the rear sensor to switch. This situation normally occurs only with a green catalyst (< 500 miles). If the sensor does not exceed the rich and lean peak thresholds, a malfunction is indicated MY and beyond vehicles will continuously monitor the rear HO2S signal for high voltage, in excess of 1.1 volts and store a unique DTC (P0138, P0158). An over voltage condition is caused by a HO2S heater or battery power short to the HO2S signal line MY and beyond vehicles with Conti-Moto CBP-A2 PCM will also continuously monitor the rear HO2S signal for out of range low voltage, below -0.2 volts and store DTC P2A01, P2A04. An out of range low voltage condition is caused by swapped sensor wires (sensor signal and signal return) and sensor degradation. Furthermore, the rear HO2S signal will also be monitored continuously for circuit open or shorted to ground beginning 2011 MY vehicles with Conti-Moto CBP-A2 PCM or Bosch Tri-core MED 17.x PCM. An intrusive circuit test is invoked whenever the HO2S voltage falls into a voltage fault band. A pull-up resistor is enabled to alter the HO2S circuit characteristics. A very high HO2S internal resistance, > 1 M ohms, will indicate an open HO2S circuit while a low HO2S internal resistance, < 10 ohms, will indicate a HO2S circuit shorted to ground. Both HO2S circuit open and shorted to ground malfunction will set DTC P0137, P0157 if the fault counter exceeds the threshold. Rear HO2S Functional Check Operation: DTCs Sensor 2 Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0136 HO2S12 No activity or P2270 HO2S12 Signal Stuck Lean P2271 HO2S12 Signal Stuck Rich P0156 HO2S22 No activity or P2272 HO2S22 Signal Stuck Lean P2273 HO2S22 Signal Stuck Rich once per driving cycle for activity test > 30 seconds time in lack of movement test (UEGO only), > 30 seconds time in lack of switch test, front HO2S/UEGO response test complete, Stream 2 HO2S circuit open/short to ground test time slice complete. ECT, IAT, MAF, MAP, VSS, TP, ETC, FRP, FVR, DPFE EGR, VCT, VMV/EVMV, CVS, CPV, EVAPSV, FTP, CKP, CMP, ignition coils, injectors, no misfire DTCs, no system failures affecting fuel, no EVAP gross leak failure, UEGO/HO2S (front and rear) heaters OK, no "lack of switching" malfunction, no "lack of movement" malfunction (UEGO only), no UEGO/HO2S (front and rear) circuit malfunction, no rear HO2S out of range low malfunction, no UEGO FAOS monitor malfunction, no front HO2S/UEGO response rate malfunction continuous until monitor completed Ford Motor Company Revision Date: July 30, 2013 Page 95 of 261

96 Typical Rear HO2S functional check entry conditions: Entry condition Minimum Maximum Stream 1 HO2S not in CSD recovery mode Flex Fuel Composition not changing Not in Phase 0 of Evaporative System Monitor No Purge System reset Purge intrusive test not running Not performing CSER spark retard Engine Coolant Temp 150 o F 240 o F Intake Air Temp 140 o F Time since entering closed loop fuel 10 seconds Inferred Catalyst Midbed Temperature 1600 o F Heater-on Inferred Sensor(s) 2/3 HO2S Temperature Range 400 o F 1400 o F Sensor(s) 2/3 HO2S heater-on time 90 seconds Short Term Fuel Trim Range -9% 11% Fuel Level (forced excursion only) 15% Throttle position Part throttle Engine RPM (forced excursion only) 1000 rpm 2000 rpm UEGO ASIC not in recalibration mode No air passing through during valve overlap (scavenging). Battery Voltage 11.0 Volts 18.0 Volts Typical Rear HO2S functional check malfunction thresholds: Does not exceed rich and lean threshold envelope: Rich < 0.42 volts Lean > 0.48 volts Ford Motor Company Revision Date: July 30, 2013 Page 96 of 261

97 J1979 Rear HO2S Functional Check Mode $06 Data Monitor ID Test ID Description $02 $01 HO2S12 sensor switch-point voltage volts $06 $01 HO2S22 sensor switch-point voltage volts $03 $01 HO2S13 sensor switch-point voltage volts $07 $01 HO2S23 sensor switch-point voltage volts Rear HO2S Over Voltage Test Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0138 HO2S12 Over voltage P0158 HO2S22 Over voltage continuous None rear HO2S heaters OK 10 seconds to register a malfunction Typical HO2S Over Voltage Test entry conditions: Entry condition Minimum Maximum Inferred Stream 2/3 HO2S Temperature 400 o F Sensor(s) 2/3 HO2S heater-on time 90 seconds Voltage at sensor 2 HO2S connector 11.0 Volts Battery Voltage 11.0 Volts 18.0 Volts Typical HO2S Over Voltage Test malfunction thresholds: > 1.1 volts for 10 seconds for over voltage test Ford Motor Company Revision Date: July 30, 2013 Page 97 of 261

98 Rear HO2S Out of Range Low Test Operation: DTCs P2A01 HO2S12 Circuit Range/Performance (Bank 1 Sensor 2) P2A04 HO2S22 Circuit Range/Performance (Bank 2 Sensor 2) Monitor execution continuous Monitor Sequence None Sensors OK rear HO2S heaters OK, no rear HO2S shorted to ground malfunction Monitoring Duration 10 seconds to register a malfunction Typical HO2S Out of Range Low Test entry conditions: Entry condition Minimum Maximum Inferred Stream 2 HO2S Temperature 400 o F Sensor 2 HO2S heater-on time 90 seconds Voltage at sensor 2 HO2S connector 11.0 Volts Battery Voltage 11.0 Volts 18.0 Volts Typical HO2S Out of Range Low Test malfunction thresholds: < -0.2 volts for 10 seconds for out of range low test Rear HO2S Circuit Open/Shorted to Ground Test Operation: DTCs P0137 HO2S12 Circuit Low Voltage (Bank 1 Sensor 2) Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0157 HO2S22 Circuit Low Voltage (Bank 2 Sensor 2) continuous None rear HO2S heaters OK, no rear HO2S out of range low malfunction, no rear HO2S functional DTCs 10 seconds to register a malfunction Ford Motor Company Revision Date: July 30, 2013 Page 98 of 261

99 Typical HO2S Circuit Open/Shorted to Ground Test entry conditions: Entry condition Minimum Maximum Closed Loop Inferred Stream 2 HO2S Temperature 680 o F 1290 o F (short to ground) Inferred Stream 2 HO2S Element Temperature (applicable only if Stream 2 HO2S Heater Impedance Monitor is enabled) Time Stream 2 HO2S inferred element temperature within 10% of the predicted steady state temperature (applicable only if Stream 2 HO2S Heater Impedance Monitor is enabled) 480 o F 1 second Sensor 2 HO2S heater-on time All injectors on (no Decel Fuel Shut Off) Not commanding lean lambda due to torque reduction Not requesting enrichment due to catalyst reactivation following decel fuel shut off Sensor 2 HO2S voltage (open circuit voltage fault band): Conti-Moto CBP-A2 PCM Bosch Tri-Core MED17.x PCM Sensor 2 HO2S voltage (circuit shorted to ground voltage fault band): Conti-Moto CBP-A2 PCM Bosch Tri-Core MED17.x PCM Voltage at sensor 2 HO2S connector 60 seconds Volts 0.40 Volts Volts Volts 11.0 Volts 0.05 Volts 0.50 Volts 0.05 Volts 0.05 Volts Battery Voltage 11.0 Volts 18.0 Volts Typical HO2S Circuit Open/Shorted to Ground Test malfunction thresholds: HO2S Circuit Open: > 1 M ohms, fault counter > 14 (200 msec test every 500 msec check) HO2S Circuit Shorted to ground: < 10 ohms, fault counter > 17 (100 msec test every 500 msec check) Ford Motor Company Revision Date: July 30, 2013 Page 99 of 261

100 Voltage. Rear HO2S Decel Fuel Shut Off Response Test (2009 MY+) The catalyst monitor tracks and uses the length of the rear HO2S signal. The rear HO2S is also known as the Catalyst Monitor Sensor (CMS). As the catalyst ages, air/fuel fluctuations begin to break through the catalyst and the length of this signal increases. Eventually the length of the CMS signal becomes long enough to identify a failure for the catalyst monitor. When an HO2S sensor degrades, it's response to air/fuel fluctuations slows down. The effect of a slow rear HO2S sensor on the catalyst monitor is to reduce the length of the signal. A slow CMS sensor, therefore, may cause the catalyst monitor to incorrectly pass a failed catalyst. The purpose of the Rear DFSO Response diagnostic is to ensure the catalyst monitor has a valid CMS sensor with which to perform the catalyst monitor diagnostic. The monitor is set to trigger at the level of degradation that will cause the catalyst monitor to falsely pass a malfunction threshold catalyst. The OBD-II regulations require this monitor to utilize Decel Fuel Shut Off (DFSO). Ford plans to aggressively use DFSO starting in the 2009 MY on many applications to improve fuel economy. The DFSO rear O2 response test will be phased in coincident with this feature. The main part of the test is the measured rich to lean response rate. It is determined by a "slew" rate calculation which determines the rich to lean slope of the sensor during a Decel Fuel Shut Off (DFSO) event which occurs during closed pedal at vehicle speeds higher than 28 mph. The calculation for the slew rate (mv/sec) is illustrated below. 0.8 CMS DFSO Slew Rate Calculation 0.7 CMS Voltage P T3 Interpolated Rich Crossing Point P2 CMS Slew Rate P3 T4 Interpolated Lean Crossing Point 0.2 P CMS_DFSO_TMR (sec) Linear interpolation is performed to calculate the Slew Rate. 1. Interpolate between points P1 and P2 to determine the time at which the rich limit threshold of 0.6 volts was crossed. 2. Interpolate between points P3 and P4 to determine the time at which the lean limit threshold of 0.2 volts was crossed. 3. Use the Interpolated times and the thresholds to calculate the slope or "slew rate" of the CMS sensor from 0.6 to 0.2 volts. Ford Motor Company Revision Date: July 30, 2013 Page 100 of 261

101 Diagnostic Data Acquisition Event Plot is a schematic of what happens when the pedal is closed and the engine enters DFSO PPS T0 INJON CMS Voltage CMS DFSO Diagnostic Event Plot T1 T2 T3 T T Intrusive fuel control T6 T7 T State 1 1 State State State State 5 10 Time (sec) ego_dcms_cptmr T0: PPS = 0 T1: Fuel Cut T2: CMS Peak T3: CMS_R2L_RL T4: CMS_R2L_LL1 T5: CMS_R2L_LL2 T6: CMS_MINDT T7: CMS_MIN T8: Fuel On T9: CMS_L2R_LL T10: CMS_L2R_RL T9 T The top half of the graph shows the following signals: Closed pedal timer (ego_dcms_cptmr). PPS (Pedal Position Sensor) INJON (# of fuel injectors turned on) The bottom half of the graph shows a CMS signal with black lines and a "Tx" number representing all of the points of interest where the monitor captures data. Ford Motor Company Revision Date: July 30, 2013 Page 101 of 261

102 O2 T3. The monitor measures the CMS Rich to Lean slew rate during a DFSO event. The CMS voltage must be rich prior to the injector cut for a valid measurement event. Each fuel cut can only yield 1 valid event. The monitor will complete after 3 valid events. Additional valid event results will be stored and applied over the next drive cycle if necessary for monitor completion. The slope or slew rate of the CMS sensor going from rich to lean is a negative number with the units of mvolts/sec. The measured slew rate changes as an O2 sensor degrades, but it will also change as a function of catalyst oxygen storage/age; therefore, the slew rate is normalized using an offset based on catalyst oxygen storage/age. The catalyst oxygen storage/age is calculated by integrating the level of oxygen mass in the exhaust stream from the time the injectors turn off to the time where the slew rate calculation begins. The fault line (red line in the chart below) is calibrated to 80% of the fault distribution for various levels of oxygen storage/catalyst age. As shown below, the integrated oxygen mass becomes smaller with catalyst age. The final output of the monitor = the measured slew rate normalized fault line, therefore, any positive number will represent a fault. For the step change logic the fault threshold will represent 50% of the failed distribution (~ 0.3) DFSO CMS Monitor O2 Mass Normalization Offset = -8.4 All Slew Rate results are Normalized to O2 mass by taking the difference between the measured slew rate and the calibrated fault slew rate function. Offset = -4.4 Calibrate a function to represent the 80% fault line. 80% of the fault data would lie to the right of this function of O2 T Offset = Offset = Slew Rate Fault Detection O2 Mass Example Points Ford Motor Company Revision Date: July 30, 2013 Page 102 of 261

103 The delayed response part of the test indicates that the sensor is stuck in range. The code sets if the sensor can't get above a calibrated rich or lean voltage prior to a calibrated time out period. This time out must happen three times in a row to set the fault. If it happens once or twice and then the response monitor completes, the counter will be reset and the sensor will have to fail 3 times in a row to again set the DTC. Due to the fact that intrusively driving the CMS sensor rich will cause drivability and emission concerns, there are other several condition counters that have to fail prior to intrusively forcing the sensor to go rich. The sequence of events to get to the rich failure is shown below: Initially, in order to avoid excess emissions, the monitor will only run if the CMS voltage is rich (> 0.6 volts) or CMS sensor is transitioning from lean to rich (large positive slope. 0.2). o Successive failures are counted up; when the count exceeds 5 to 10 failures the monitor will now intrusively force rich fuel to run the test. In order to avoid a drivability issues as a result of a lean shifted bank, the first phase of intrusive control has a short time out (1 to 2 seconds). o Successive failures are counted up; when the count exceeds 3 failures the monitor will now intrusively force rich fuel to failure or a rich sensor. All controllable measures have failed to force the sensor to switch, so the strategy will drive rich until the sensor switches or the failure time out is exceeded (5 to 10 seconds). o Successive failures are counted up; when the count exceeds 3 failures the monitor will now set a fault (P013E for bank 1 or P014A for bank 2). If the sensor is stuck rich (can't get lean) the fault procedure is: While the injectors remain off, the sensor must get lean (<0.1 volts) prior to the failure time which must be set to account for a green catalyst (5 to 10 seconds). o Successive failures are counted up; when the count exceeds 3 failures the monitor will now set a fault (P013E for bank 1 or P014A for bank 2). EWMA Fault Filtering The EWMA logic incorporates several important CARB requirements. These are: Fast Initial Response (FIR): The first 4 tests after a battery disconnect or code clear will process unfiltered data to quickly indicate a fault. The FIR will use a 2-trip MIL. This will help the service technician determine that a fault has been fixed. Step-change Logic (SCL): The logic will detect an abrupt change from a no-fault condition to a fault condition. The SCL will be active after the 4 th DCMS monitor cycle and will also use a 2-trip MIL. This will illuminate the MIL when a fault is instantaneously induced. Normal EWMA (NORM): This is the normal mode of operation and uses an Exponentially Weighted Moving Average (EWMA) to filter the DCMS test data. It is employed after the 4 th DCMS test and will illuminate a MIL during the drive cycle where the EWMA value exceeds the fault threshold. (1 trip MIL). Ford Motor Company Revision Date: July 30, 2013 Page 103 of 261

104 Rear O2 DFSO Response Monitor Operation: DTCs P013A O2 Sensor Slow Response Rich to Lean (Bank 1 Sensor 2) P013C O2 Sensor Slow Response Rich to Lean (Bank 2 Sensor 2) P013E O2 Sensor Delayed Response Rich to Lean (Bank 1 Sensor 2) (sensor stuck in range) P014A O2 Sensor Delayed Response Rich to Lean (Bank 2 Sensor 2) (sensor stuck in range) Monitor execution Monitor Sequence Sensors OK Monitoring Duration Once per driving cycle, after 3 DFSO events. > 30 seconds time in lack of movement test (UEGO only), > 30 seconds time in lack of switch test, front HO2S/UEGO response test complete, HO2S 2 and 3 functional tests complete, HO2S/UEGO heater voltage and current checks complete, FAOS monitor system bias maturity met (UEGO applications only) ECT, IAT, MAF, VSS, TP, ETC, FRP, EGR, VCT, VMV/EVMV, CVS, FTP, CKP, CMP, ignition coils, injectors, no misfire DTCs, no system failures affecting fuel, no EVAP gross leak failure, UEGO heaters OK, rear HO2S heaters OK, no "lack of switching" malfunction, no "lack of movement" malfunction, no UEGO circuit malfunction, no rear stream 2 HO2S circuit malfunction, no rear stream 2 HO2S functional DTCs, Not performing CSER spark retard. Flex fuel composition not changing. No intrusive EGO monitors running. 3 DFSO events, 450 seconds on the FTP. Typical DFSO Response Monitor entry conditions: Entry condition Minimum Maximum Air Mass Vehicle Speed 90 Inlet Air Temp 140 Engine Coolant Temp 155 o F 240 o F Catalyst Temperature (Inferred) 800 o F 1600 o F Rear Ego Tip Temperature (Inferred) 800 o F Fuel Level 15% Fuel In Control -3% 3% Adaptive Fuel Within Limits -3% 3% Battery Voltage 11.0 Volts 18.0 Volts Rich Voltage on downstream CMS sensor(s) 0.6 Volts Rich Voltage on upstream HEGO / UEGO sensor(s) 0.45 Volts (HEGO) 1 (UEGO) Ford Motor Company Revision Date: July 30, 2013 Page 104 of 261

105 Typical DFSO response rate malfunction thresholds: Rich to lean slew rate thresholds: Normal Threshold = > 0.0 mv/sec Fast Initial Response Threshold = > 0.0 mv/sec Step Change Threshold = > 0.3 mv/sec Note that the thresholds use a normalized offset and the threshold is set at "zero". Typical DFSO delayed response malfunction thresholds: Successive failures are counted up (5 to 10 faults). Monitor will now intrusively force rich fuel to run the test. Intrusive controls will time out based on drivability (1 to 2 sec). Successive drivability failures are counted up (3 faults). Intrusive controls will now time out at a slower time (5 to 10 sec) and count a fault. After 3 faults are counted, a DTC is set. J1979 DFSO response rate Mode $06 Data Monitor ID Test ID Description $02 $85 HO2S12 Fuel Shut off Rich to Lean Response Rate (P013A) mv/sec $02 $86 HO2S12 Fuel Shut off Rich to Lean Response Time (P013E) msec $06 $85 HO2S22 Fuel Shut off Rich to Lean Response Rate (P013C) mv/sec $06 $86 HO2S22 Fuel Shut off Rich to Lean Response Time (P014A) msec Ford Motor Company Revision Date: July 30, 2013 Page 105 of 261

106 Rear HO2S Heaters The HO2S heaters are monitored for proper voltage and current. A HO2S heater voltage fault (open, shorted to ground, or shorted to battery) is determined by turning the heater on and off and looking for corresponding voltage change in the heater output driver circuit in the PCM. A separate current-monitoring circuit monitors heater current once per driving cycle. The heater current is actually sampled once to three times. Multiple samples are taken for protection against noise on the heater current circuit. If the majority of the current samples fall below or above a calibratable threshold, the heater is assumed to be degraded or malfunctioning. Beginning 2012MY, some PCMs do not have a separate heater current-monitoring circuit (without shunt resistors that can directly measure the current through the HEGO heaters). In this case, the sensor heater performance is monitored by the "HO2S Heater Impedance Monitor". The HO2S heater impedance monitor measures the HO2S internal impedance, validates the measurement, and then compares the validated internal impedance to an internal impedance threshold. If the validated internal impedance exceeds the threshold, then the monitor fault counter increments once. If the fault counter exceeds the total number of valid internal impedance measurements required, a HO2S heater control circuit range/performance malfunction (P00D2/P00D4) will be set. Any corrosion in the harness wiring, connector, or increase in the sensor heater element resistance will result in an overall increase in the heater circuit resistance, causing the HO2S impedance to increase. The impedance is dependent on the HO2S element temperature and the voltage at the connector. As the HO2S element temperature increases, the impedance decreases. Furthermore, as the voltage at the connector increases, the sensor impedance decreases. Hence, the impedance threshold is a function of the inferred HO2S element temperature and the voltage at the connector. The HO2S heater impedance monitor runs once per trip; however, it can be forced to run intrusively. When the heater is inferred to have been adequately warm, but the HO2S sensor is suspected to be cold because the HO2S voltage falls inside the suspected open HO2S circuit voltage fault band or inside the suspected HO2S circuit shorted to ground voltage fault band, a HEGO sensor circuit or HEGO heater malfunction is suspected. To differentiate HO2S signal circuit failures from a degraded/malfunctioning heater or normal FAOS control, the HO2S heater impedance monitor is forced to run intrusively after the heater voltage test and the HO2S open/short to ground circuit diagnostics had ran and indicated no malfunction. Ford Motor Company Revision Date: July 30, 2013 Page 106 of 261

107 HO2S Heater Monitor Operation: DTCs Sensor 2 DTCs Sensor 3 Monitor execution P0141 O2 Heater Circuit, Bank 1 P0161 O2 Heater Circuit, Bank 2 P0054 O2 Heater Resistance, Bank 1 P0060 O2 Heater Resistance, Bank 2 P00D2 HO2S Heater Control Circuit Range/Performance (Bank 1, Sensor 2) P00D4 HO2S Heater Control Circuit Range/Performance (Bank 2, Sensor 2) P0147 O2 Heater Circuit, Bank 1 P0167 O2 Heater Circuit, Bank 2 P0055 HO2S Heater Resistance, Bank 1 P0061 HO2S Heater Resistance, Bank 2 once per driving cycle for heater current monitor and HO2S heater impedance monitor, continuous for voltage monitoring Monitor Sequence Heater current monitor: Stream 1 HO2S/UEGO response test complete (2010 MY and earlier), Stream 2 and 3 HO2S functional tests complete (2010 MY and earlier), HO2S/UEGO heater voltage check complete. Sensors OK HO2S heater impedance monitor: Stream 2 HO2S heater voltage check complete, Stream 2 HO2S circuit open/short to ground test time slice complete. Heater current monitor: no HO2S/UEGO heater voltage DTCs. HO2S heater impedance monitor: rear HO2S heaters OK, no rear HO2S out of range low malfunction, no rear HO2S functional DTCs, no rear HO2S circuit malfunction. Monitoring Duration < 10 seconds for heater voltage check, < 5 seconds for heater current check, < 11 seconds for HO2S heater impedance test. Ford Motor Company Revision Date: July 30, 2013 Page 107 of 261

108 Typical HO2S heater monitor entry conditions: Entry condition Minimum Maximum Heater Voltage Test: Inferred HO2S 2/3 Temperature 400 o F 1400 o F Battery Voltage Volts Heater Current Test: Inferred HO2S 2 Temperature 250 o F 1400 o F Inferred HO2S 3 Temperature 250 o F 1400 o F HO2S 1/2/3 heater-on time Engine RPM 30 seconds 5000 rpm Battery Voltage Volts HO2S Heater Impedance Test: Inferred Stream 2 HO2S Temperature 680 o F Inferred Stream 2 HO2S Element Temperature 480 o F 1020 o F Time Stream 2 HO2S inferred element temperature within 10% of the predicted steady state temperature Sensor 2 HO2S heater-on time All injectors on (no Decel Fuel Shut Off) Not commanding lean lambda due to torque reduction Not requesting enrichment due to catalyst reactivation following decel fuel shut off Sensor 2 HO2S voltage (open circuit voltage fault band- intrusive test only): Conti-Moto CBP-A2 PCM Bosch Tri-Core MED17.x PCM Sensor 2 HO2S voltage (circuit shorted to ground voltage fault bandintrusive test only): Conti-Moto CBP-A2 PCM Bosch Tri-Core MED17.x PCM Voltage at sensor 2 HO2S connector 1 second 60 seconds Volts 0.40 Volts Volts Volts 11.0 Volts 0.05 Volts 0.50 Volts 0.05 Volts 0.05 Volts Battery Voltage 11.0 Volts 18.0 Volts Ford Motor Company Revision Date: July 30, 2013 Page 108 of 261

109 Typical HO2S heater check malfunction thresholds: Heater Voltage Test: Smart driver status indicated malfunction Number monitor retries allowed for malfunction > = 30 Heater Current Test: Heater current outside limits: HO2S Heater Impedance Test: < Amps or > 3 Amps, (NTK) < Amps or > 3 Amps, (Bosch) < Amps or > 3 Amps, (NTK Fast Light Off) < Amps or > 3 Amps, (Bosch Fast Light Off) HO2S internal impedance > table below (ohms), fault counter > = 10 Voltage at HO2S (Volts)/ HO2S inferred element temp ( o F) J1979 HO2S Heater Mode $06 Data Monitor ID Test ID Description Units $42 $81 HO2S12 Heater Current (P0054) Amps $46 $81 HO2S22 Heater Current (P0060) Amps $43 $81 HO2S13 Heater Current (P0055) Amps $47 $81 HO2S23 Heater Current (P0061) Amps $42 $82 O2S12 Heater Impedance (P00D2) kohm $46 $82 O2S22 Heater Impedance ({00D4} kohm Ford Motor Company Revision Date: July 30, 2013 Page 109 of 261

110 ESM DPFE EGR System Monitor In the MY, Ford introduced a revised DPFE system. It functions in the same manner as the conventional DPFE system; however, the various system components have been combined into a single component called the EGR System Module (ESM). This arrangement increases system reliability while reducing cost. By relocating the EGR orifice from the exhaust to the intake, the downstream pressure signal measures Manifold Absolute Pressure (MAP). The ESM will provide the PCM with a differential DPFE signal, identical to the conventional DPFE system. The DPFE signal is obtained by electrically subtracting the MAP and P1 pressure signals and providing this signal to the DPFE input on the PCM MY and later implementations of the ESM system has a separate input to the PCM for the MAP sensor signal. PCM New ESM DPFE EGR SYSTEM EGR System Module (ESM) Components DPFE signal EVR MAP SIGNAL EGR VALVE FRESH AIR INLET VREF Sig Rtn EGR DC P1 INTAKE (MAP) MAP DPFE SENSOR DELTA P = P1 - MAP EXHAUST Ford Motor Company Revision Date: July 30, 2013 Page 110 of 261

111 ESM DPFE EGR Monitor Start Hose Check Entry Conditions Met? No Engine Conditions, (no EGR, part throttle) Yes Monitor DPFE sensor voltage and EVR output current. DPFE voltage outside thresholds? Yes DPFE Voltage Yes DPFE Sensor Voltage EVR Current DPFE Voltage > High Flow threshold? Yes Engine Conditions, (idle) No Voltage or current > threshold? Flow Check Conditions Met? No Yes End No DPFE voltage > low flow threshold? Yes Engine Conditions, (Part Throttle) MIL Fault Management MIL after 2 Driving Cycles w/malfunction Ford Motor Company Revision Date: July 30, 2013 Page 111 of 261

112 The ESM Delta Pressure Feedback EGR Monitor is a series of electrical tests and functional tests that monitor various aspects of EGR system operation. First, the Delta Pressure Feedback EGR (DPFE) sensor input circuit is checked for out of range values (P1400 or P0405, P1401 or P0406). The Electronic Vacuum Regulator (EVR) output circuit is checked for opens and shorts (P1409 or P0403). EGR Electrical Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P1400 or P DPFE Circuit Low P1401 or P DPFE Circuit High P1409 or P EVR circuit open or shorted Continuous, during EGR monitor None 4 seconds to register a malfunction Typical EGR electrical check entry conditions: EGR system enabled Typical EGR electrical check malfunction thresholds: DPFE sensor outside voltage: > 4.96 volts, < volts EVR solenoid smart driver status indicates open/short DPFE Sensor Transfer Function ESM DPFE volts = Vref [( * Delta Pressure) + 10 ] / 100 Volts A/D Counts in PCM Delta Pressure, Inches H 2 O Note: EGR normally has large amounts of water vapor that are the result of the engine combustion process. During cold ambient temperatures, under some circumstances, water vapor can freeze in the DPFE sensor, hoses, as well as other components in the EGR system. In order to prevent MIL illumination for temporary freezing, the following logic is used: If an EGR system malfunction is detected above 32 o F, the EGR system and the EGR monitor is disabled for the current driving cycle. A DTC is stored and the MIL is illuminated if the malfunction has been detected on two consecutive driving cycles. If an EGR system malfunction is detected below 32 o F, only the EGR system is disabled for the current driving cycle. A DTC is not stored and the I/M readiness status for the EGR monitor will not change. The EGR monitor, however, will continue to operate. If the EGR monitor determined that the malfunction is no longer present (i.e., the ice melts), the EGR system will be enabled and normal system operation will be restored. Ford Motor Company Revision Date: July 30, 2013 Page 112 of 261

113 The ESM may provide the PCM with a separate, analog Manifold Absolute Pressure Sensor (MAP) signal. For the 2006 MY, the MAP signal has limited use within the PCM. It may be used to read BARO (key on, then updated at high load conditions while driving) or to modify requested EGR rates. Note that if the MAP pressure-sensing element fails in the ESM fails, the DPFE signal is also affected. Therefore, this MAP test is only checking the circuit from the MAP sensing element to the PCM. The MAP sensor is checked for opens, shorts, or out-of-range values by monitoring the analog-to-digital (A/D) input voltage. MAP Sensor Check Operation DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0107 (low voltage), P0108 (high voltage) continuous None not applicable 5 seconds to register a malfunction MAP electrical check entry conditions: Battery voltage > 11.0 volts Typical MAP sensor check malfunction thresholds: Voltage < volts or voltage > 4.96 volts Ford Motor Company Revision Date: July 30, 2013 Page 113 of 261

114 On ESM DPFE systems, after the vehicle is started, the differential pressure indicated by the ESM DPFE sensor at idle, at zero EGR flow is checked to ensure that both hoses to the ESM DPFE sensor are connected. At idle, the differential pressure should be zero (both hoses see intake manifold pressure). If the differential pressure indicated by the ESM DPFE sensor exceeds a maximum threshold or falls below a minimum threshold, an upstream or downstream hose malfunction is indicated (P1405, P1406). ESM DPFE EGR Hose Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P Upstream Hose Off or Plugged P1406 Downstream Hose Off or Plugged once per driving cycle after electrical checks completed MAF 10 seconds to register a malfunction Typical ESM DPFE EGR hose check entry conditions: Entry Conditions Minimum Maximum EVR Duty Cycle (EGR commanded off) 0% 0% Closed throttle (warm engine idle) Engine Coolant Temperature 150 o F 220 o F Typical ESM EGR hose check malfunction thresholds: DPFE sensor voltage: < volts ( in H 2 O), > 4.69 volts ( in H 2 O) J1979 Mode $06 Data Monitor ID Test ID Description for ESM DPFE $32 $82 Delta pressure for upstream hose test and threshold (P1405) kpa $32 $83 Delta pressure for downstream hose test and threshold (P1406) kpa Note: OBD monitor ID $32, Test ID $82 (upstream hose test) may erroneously show a failing test result when no P1405 DTC is present. This is cause by in incorrect max limit in the software. The incorrect max limit will show a negative value (approx -32 kpa). The correct max limit will show a positive value (approx. +32 kpa). Early production vehicles may exhibit this issue until the software is corrected by a production running change or service fix. Ford Motor Company Revision Date: July 30, 2013 Page 114 of 261

115 Next, the differential pressure indicated by the DPFE sensor is also checked at idle with zero requested EGR flow to perform the high flow check. If the differential pressure exceeds a calibratable limit, it indicates a stuck open EGR valve or debris temporarily lodged under the EGR valve seat (P0402). EGR Stuck open Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0402 once per driving cycle done after hose tests completed CPS, ECT, IAT, MAF, TP, MAP (P0106/7/8) 10 seconds to register a malfunction Typical EGR stuck open check entry conditions: Entry Condition Minimum Maximum EVR Duty Cycle (EGR commanded off) 0% 0% Engine RPM (after EGR enabled) at idle Idle Typical EGR stuck open check malfunction thresholds: DPFE sensor voltage at idle versus engine-off signal: > 0.6 volts J1979 Mode $06 Data Monitor ID Test ID Description for ESM DPFE Units $32 $84 Delta pressure for stuck open test and threshold (P0402) kpa Ford Motor Company Revision Date: July 30, 2013 Page 115 of 261

116 After the vehicle has warmed up and normal EGR rates are being commanded by the PCM, the low flow check is performed. Since the EGR system is a closed loop system, the EGR system will deliver the requested EGR flow as long as it has the capacity to do so. If the EVR duty cycle is very high (greater than 80% duty cycle), the differential pressure indicated by the DPFE sensor is evaluated to determine the amount of EGR system restriction. If the differential pressure is below a calibratable threshold, a low flow malfunction is indicated (P0401). EGR Flow Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0401 Insufficient Flow once per driving cycle done after P0402 completed CPS, ECT, IAT, MAF, TP, MAP (P0106/7/8) 70 seconds to register a malfunction Typical EGR flow check entry conditions: Entry Condition Minimum Maximum EVR Duty Cycle 80% 100% Engine RPM 2500 rpm Mass Air Flow Rate of Change 6% program loop Inferred manifold vacuum 6 in Hg 10 in Hg Typical EGR flow check malfunction thresholds: DPFE sensor voltage: < 6 in H 2 O J1979 Mode $06 Data Monitor ID Test ID Description for ESM DPFE Units $32 $85 Delta pressure for flow test and threshold (P0401) kpa I/M Readiness Indication If the inferred ambient temperature is less than 32 o F, or greater than 140 o F, or the altitude is greater than 8,000 feet (BARO < 22.5 "Hg), the EGR monitor cannot be run reliably. In these conditions, a timer starts to accumulate the time in these conditions. If the vehicle leaves these extreme conditions, the timer starts decrementing, and, if conditions permit, will attempt to complete the EGR flow monitor. If the timer reaches 500 seconds, the EGR monitor is disabled for the remainder of the current driving cycle and the EGR Monitor I/M Readiness bit will be set to a ready condition after one such driving cycle. Starting in the 2002 MY, vehicles will require two such driving cycles for the EGR Monitor I/M Readiness bit to be set to a "ready" condition. Ford Motor Company Revision Date: July 30, 2013 Page 116 of 261

117 Stepper Motor EGR System Monitor The Electric Stepper Motor EGR System uses an electric stepper motor to directly actuate an EGR valve rather than using engine vacuum and a diaphragm on the EGR valve. The EGR valve is controlled by commanding from 0 to 52 discreet increments or steps to get the EGR valve from a fully closed to fully open position. The position of the EGR valve determines the EGR flow. Control of the EGR valve is achieved by a non-feedback, open loop control strategy. Because there is no EGR valve position feedback, monitoring for proper EGR flow requires the addition of a MAP sensor. Stepper Motor EGR System PCM FRESH AIR INLET Stepper Motor EGR Valve Note: Some configurations may differ slightly Map Sensor Intake Manifold Exhaust Gates Ford Motor Company Revision Date: July 30, 2013 Page 117 of 261

118 The Stepper Motor EGR Monitor consists of an electrical and functional test that checks the stepper motor and the EGR system for proper flow. The stepper motor electrical test is a continuous check of the four electric stepper motor coils and circuits to the PCM. A malfunction is indicated if an open circuit, short to power, or short to ground has occurred in one or more of the stepper motor coils for a calibrated period of time. If a malfunction has been detected, the EGR system will be disabled, and additional monitoring will be suspended for the remainder of the driving cycle, until the next engine start-up. EGR Stepper Monitor Electrical Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0403 continuous none 4 seconds to register a malfunction Stepper motor electrical check entry conditions: Battery voltage > 11.0 volts Typical EGR electrical check malfunction thresholds: Smart Coil Output Driver status indicates open or short to ground, or short to power EGR flow is monitored using an analog Manifold Absolute Pressure Sensor (MAP). If a malfunction has been detected in the MAP sensor, the EGR monitor will not perform the EGR flow test. The MAP sensor is checked for opens, shorts, or out-of-range values by monitoring the analog-to-digital (A/D) input voltage. MAP Sensor Check Operation DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0107 (low voltage), P0108 (high voltage) continuous none not applicable 5 seconds to register a malfunction MAP electrical check entry conditions: Battery voltage > 11.0 volts Typical MAP sensor check malfunction thresholds: Voltage < volts or voltage > 4.96 volts Ford Motor Company Revision Date: July 30, 2013 Page 118 of 261

119 The MAP sensor is also checked for rational values. The value of inferred MAP is checked against the actual value of MAP at idle and non-idle engine operating conditions. MAP Sensor Rationality Check Operation DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0106 continuous None not applicable 10 seconds to register a malfunction Typical MAP Rationality check entry conditions: Entry Conditions Minimum Maximum Change in load 5% Engine rpm 500 rpm 1800 rpm Typical MAP Rationality check malfunction thresholds: Difference between inferred MAP and actual MAP > 10 in Hg The MAP sensor is also checked for intermittent MAP faults. MAP Sensor Intermittent Check Operation DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0109 (non-mil) Continuous None not applicable 2 seconds to register a malfunction Typical MAP Intermittent check malfunction thresholds: Voltage < volts or voltage > 4.96 volts Ford Motor Company Revision Date: July 30, 2013 Page 119 of 261

120 When EGR is delivered into the intake manifold, intake manifold vacuum is reduced and thus manifold absolute pressure (MAP) is increased. A MAP sensor and inferred MAP are used by this monitor to determine how much EGR is flowing. A MAP sensor located in the intake manifold measures the pressure when EGR is being delivered and when EGR is not being delivered. The pressure difference between EGR-on and EGR-off is calculated and averaged. If the vehicle also has a MAF sensor fitted, then the monitor also calculates and averages an inferred MAP value in the above calculation and resulting average. After a calibrated number of EGR-on and EGR-off cycles are taken, the measured and inferred MAP values are added together and compared to a minimum threshold to determine if a flow failure (P0400) in the EGR system has occurred. EGR Flow Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0400 once per driving cycle None CPS, ECT, IAT, MAF, MAP (P0106/7/8), TP, BARO not available yet 200 seconds (600 data samples) Typical EGR flow check entry conditions: Entry Condition Minimum Maximum Engine RPM 1400 rpm 2600 rpm Inferred Ambient Air Temperature 32 o F 140 o F Engine Coolant Temperature 80 o F 250 o F Engine RPM Steady (change/0.050 sec) 100 rpm MAP Steady (change/0.050 sec) 0.5 in Hg Engine Load Steady (change/0.050 sec) 1.5 % BARO 22.5 " Hg Intake Manifold Vacuum 9.0 "Hg 16.0 "Hg Vehicle Speed 35 MPH 70 MPH Engine Throttle Angle steady(absolute change) 0.0 degrees 4.0 degrees Typical EGR flow check malfunction thresholds: < 1.0 MAP differential J1979 Mode $06 Data Monitor ID Test ID Description Units $33 $82 Normalized MAP differential (range 0 2) (P0400) unitless Ford Motor Company Revision Date: July 30, 2013 Page 120 of 261

121 I/M Readiness Indication If the inferred ambient temperature is less than 20 o F, greater than 130 o F, or the altitude is greater than 8,000 feet (BARO < 22.5 "Hg), the EGR flow test cannot be reliably done. In these conditions, the EGR flow test is suspended and a timer starts to accumulate the time in these conditions. If the vehicle leaves these extreme conditions, the timer starts decrementing, and, if conditions permit, will attempt to complete the EGR flow monitor. If the timer reaches 800 seconds, the EGR flow test is disabled for the remainder of the current driving cycle and the EGR Monitor I/M Readiness bit will be set to a ready condition after one such driving cycle. Two such consecutive driving cycles are required for the EGR Monitor I/M Readiness bit to be set to a "ready" condition. Ford Motor Company Revision Date: July 30, 2013 Page 121 of 261

122 PCV System Monitor The PCV valve is installed into the rocker cover using a quarter-turn cam-lock design to prevent accidental disconnection. The PVC valve is connected to the intake manifold hose using a quick connect. Because the PCV valve has locking tabs and cannot be removed from the rocker cover without the use of special removal tools, the quick connect will be disconnected first in the event vehicle service is required. Molded plastic lines are typically used from the PCV valve to the intake manifold. The diameter of the lines and the intake manifold have been increased to 0.625" so that inadvertent disconnection of the lines after a vehicle is serviced will cause either an immediate engine stall or will not allow the engine to be restarted. In the event that the vehicle does not stall if the line between the intake manifold and PCV valve is inadvertently disconnected, the vehicle will have a large vacuum leak that will cause a Mass Air Flow equipped vehicle to run lean at idle. This will illuminate the MIL after two consecutive driving cycles and will store one or more of the following codes: Lack of O2 sensor switches, Bank 1 (P2195), Lack of O2 sensor switches Bank 2 (P2197), Fuel System Lean, Bank 1 (P0171),, Fuel System Lean, Bank 2 (P0174) The PCV valve may incorporate a heater on some applications. A heated PCV valve is shown below. The PCV valve is designed to last for the life of the vehicle and should not require servicing or replacement. Rocker cover with nub for quarter-turn valve PCV hose with quick connect Heater quarter-turn PCV valve with heater Assembled PCV system Ford Motor Company Revision Date: July 30, 2013 Page 122 of 261

123 PCV System Monitor (GTDI With Speed Density) The PCV Inlet Tube has a no-tool quick disconnect on either end. Disconnection causes a mm diameter leak into the intake manifold from atmosphere. The idle speed control is largely under control if an intake manifold leak exists. A persistent intake manifold leak would simply increase fuel consumption at idle and raise the engine idle speed slightly. A disconnection in the PCV inlet tube is made detectable by insuring that if it is disconnected a large (detectable) leak results. The PCV valve is semi-permanently affixed to the external oil separator. Both right and left valve covers contain internal oil separators. Overcoming the toque provided by the locking tabs allows removal via a ¼ turn. It is replaceable, but needs to be "torqued out" of the assembly. Mechanically, the hose is easy to disconnect (detectable disconnection) and the PCV valve is difficult to disconnect (undetectable disconnection). The detection method compares engine air flow rate as computed from the speed density air charge calculation with the throttle air flow rate. Should the air entering the engine exceed the air through the throttle by a threshold amount, a leak is detected. Ford Motor Company Revision Date: July 30, 2013 Page 123 of 261

124 PCV M onitor Operation DTCs Monitor execution Monitor Sequence Monitoring Duration Sensors OK P Air Leak Between Throttle Body and Intake Valve Continuous None N/A No fault is present in any of the sensors or systems affecting the PCV monitor. BARO sensor, MAP sensor, throttle charge temperature sensor, throttle inlet pressure sensor, manifold charge temperature sensor, no VCT malfunction Typical P2282 check entry conditions: Entry Condition Minimum Maximum Throttle angle (at condition for 300 msec minimum) N/A 4 deg Intake Air Temp -20 deg. F. Engine coolant temperature -20 deg. F. Barometric pressure 20 in. Hg. Typical P2282 malfunction thresholds: Calculated air leak of 1 lbm/min or greater that persists for at least 5 seconds. Ford Motor Company Revision Date: July 30, 2013 Page 124 of 261

125 Enhanced Thermostat Monitor For the 2009 MY, the thermostat test has been enhanced to reduce the time it takes to identify a malfunctioning thermostat. The enhanced monitor includes a model which infers engine coolant temperature. During a cold start, when the thermostat should be closed, the monitor uses a model of ECT to determine whether actual ECT should have crossed the Warm Up Temperature (WUT) threshold.. The engine coolant temperature warm-up model compensates for the following thermal characteristics: 1. Coolant heating (heat source): Combustion heating (engine speed and load based). Cooling system heaters (electric or fuel-fired - new for 2013 MY) 2. Coolant cooling (heat sink): Due to cylinder cut-out (DFSO or powertrain limiting). Injectors are cut but still pumping air through the engine. Increased cooling compared to engine shut-down. Due to engine shut-down. (Stop/Start and Hybrid new for 2013 MY). 3. Coolant flow rate: Mechanical water pumps have been replace on some applications with clutched water pumps or electric water pumps. Once the ECT model exceeds the WUT threshold, after a calibratable time delay, measured ECT is compared to the same WUT threshold to determine if ECT has warmed up enough. If ECT has warmed up to at least the WUT threshold, the thermostat is functioning properly. If ECT is too low, the thermostat is most likely stuck open and a P0128 is set. Ford Motor Company Revision Date: July 30, 2013 Page 125 of 261

126 Coolant Temp (deg. F.) Engine Regulating Temp WUT Threshold Black Inferred coolant temp (good T-stat) Blue Measured coolant temp (good T-stat) Red Measured coolant temp (failed T-stat) Calibratable Time Time (sec.) The WUT threshold is normally set to 20 degrees F below the thermostat regulating temperature. There are some circumstances that could lead to a false diagnosis of the thermostat. These are conditions where the vehicle cabin heater is extracting more heat than the engine is making. One example where this can occur is on large passenger vans which have "dual" heaters, one heater core for the driver and front passengers and another heater core for the passengers in the rear of the vehicle. At very cold ambient temperatures, even a properly functioning thermostat may never warm up to regulating temperature. Another example is a vehicle that is started and simply sits at idle with the heater on high and the defroster fan on high. There are two features that are used to prevent a false thermostat diagnosis. For vehicles with dual heaters, the WUT threshold is reduced at cold ambient temperatures below 50 deg F. For cases where the engine is not producing sufficient heat, a timer is used to track time at idle or low load conditions (e.g. decels). If the ratio of time at idle/low load versus total engine run time exceeds 50% at the time the fault determination is made, the thermostat diagnostic does not make a fault determination for that driving cycle, i.e. "no-call". THERMOSTAT MONITOR OPERATION DTC Monitor Execution Monitoring Duration P Coolant Thermostat (Coolant temperature below thermostat regulating temperature) Once per driving cycle, during a cold start Drive cycle dependent. Monitor completes in less than 300 seconds, when inferred ECT exceeds threshold (at 70 deg F ambient temperature) TYPICAL THERMOSTAT MONITOR ENTRY AND COMPLETION CONDITIONS Entry conditions Minimum Maximum Engine Coolant Temperature at start None 125 F Intake Air Temperature at start (ambient temp) 20 F None Inferred Percent Ethanol (flex fuel vehicles only) Learned N/A Completion condition Minimum Maximum Modeled ECT 172 F None Time Since Modeled ECT Exceeded WUT Threshold 300 sec. None Time at Idle/Low Load Compared with Total Engine Run Time None 50% TYPICAL MALFUNCTION THRESHOLD Engine Coolant Temperature < 172 F (for a typical 192 F thermostat) Ford Motor Company Revision Date: July 30, 2013 Page 126 of 261

127 Cold Start Emission Reduction Component Monitor The Cold Start Emission Reduction Component Monitor was introduced for the 2006 MY on vehicles that meet the LEV-II emission standards. The monitor works by validating the operation of the components of the system required to achieve the cold start emission reduction strategy, namely retarded spark timing, and elevated idle airflow or VCT cam phasing. The spark timing monitor was replaced by the Cold Start Emission Reduction System monitor in the 2007 MY. Changes to the OBD-II regulations, however, require having both a CSER system monitor and a CSER component monitor for the 2010 MY. The 2010 MY component monitor is not the same test that was introduced for the 2006 MY; rather, it has been redesigned. Low Idle Airflow Monitor Systems with Electronic Throttle Control When the CSER strategy is enabled, the Electronic Throttle Control system will request a higher idle rpm, elevating engine airflow. Vehicles that have ETC and do not have a separate airflow test (P050A). Any fault that would not allow the engine to operate at the desired idle rpm during a cold start would be flagged by one of three ETC DTCs: P2111 (throttle actuator control system stuck open), P2112 throttle actuator control system stuck closed) P2107 (throttle actuator control module processor/circuit test). All three DTCs will illuminate the MIL in 2 driving cycles, and immediately illuminate the "ETC" light. These DTCS are also documented in the ETC section of this document. For the 2009 MY, only the Fusion/Milan utilizes the CSER Component monitor with ETC. Throttle Plate Controller and Actuator Operation: DTCs Monitor execution Monitor Sequence Monitoring Duration P2107 processor test (MIL) P2111 throttle actuator system stuck open (MIL) P2112 throttle actuator system stuck closed (MIL) Note: For all the above DTCs, in addition to the MIL, the ETC light will be on for the fault that caused the FMEM action. Continuous None 60 msec for processor fault, 500 msec for stuck open/closed fault Throttle Plate Controller and Actuator malfunction thresholds: P Desired throttle angle vs. actual throttle angle > 6 degrees P Desired throttle angle vs. actual throttle angle < 6 degrees P Internal processor fault, lost communication with main CPU Ford Motor Company Revision Date: July 30, 2013 Page 127 of 261

128 Engine Speed and Spark Timing Component Monitor (2010 MY and beyond) Entry Conditions and Monitor Flow The System Monitor and 2010 Component Monitor share the same entry conditions and monitor flow. During the first 15 seconds of a cold start, the monitor checks the entry conditions, counts time in idle, observes catalyst temperature, calculates the average difference between desired and actual engine speed, and calculates the average difference between desired and commanded spark. If the expected change in catalyst temperature is large enough, the monitor then begins the waiting period, which lasts until 300 seconds after engine start. This 5-minute wait allows time to diagnose other components and systems that affect the validity of the test. During this waiting period, there are no constraints on drive cycle and the monitor cannot be disabled without turning off the key. If the System monitor result falls below its threshold and all of the Component monitor results are below their respective thresholds, the monitor determines whether the idle time was sufficient. If so, it considers the tests a pass and the monitor is complete. If idle time was not sufficient, the monitor does not make a pass call and does not complete. This prevents tip-ins from resulting in false passes. Cold Start Engine Speed Monitor Once the waiting period is complete, the monitor compares the average difference between desired and actual engine speeds to a calibratable threshold that is a function of ECT at start. If the magnitude of the discrepancy exceeds the threshold, P050A is set. Cold Start Spark Timing Monitor Once the waiting period is complete, the monitor compares the average difference between desired and commanded spark to a calibratable threshold that is a function of ECT at start. If the magnitude of the discrepancy exceeds the threshold, P050B is set. CSER COMPONENT MONITOR OPERATION Component Monitor DTCs Monitor Execution Monitor Sequence Sensors OK Monitoring Duration P050A: Cold Start Idle Air Control System Performance P050B: Cold Start Ignition Timing Performance Once per driving cycle, during a cold start Monitor data collection takes place during first 15 seconds of cold start No fault is present in any of the sensors or systems affecting the catalyst temperature model: Mass Air Flow (P0102, P0103), Throttle Position (P0122, P0123, P0222, P0223), Misfire (P0316, P0300-P0312), Injectors (P0201- P0212), Fuel System (P0171, P0172, P0174, P0175), Secondary Air (P0412, P2258), Crank Position Sensor (P0320), Ignition Coil (P0351-P0360), Intake Air Temp (P0112, P0113), Engine Coolant Temp/Cylinder Head Temp (P0117, P0118, P1289, P1290), Variable Cam Timing (P0010, P0020, P0011, P0012, P0021, P0022), Intake Manifold Runner Control (P2008). Monitor completes 300 seconds after initial engine start Ford Motor Company Revision Date: July 30, 2013 Page 128 of 261

129 TYPICAL CSER COMPONENT MONITOR ENTRY AND COMPLETION CONDITIONS Entry condition Minimum Maximum Barometric Pressure 22 in. Hg Engine Coolant Temperature at Start 35 F 100 F Catalyst Temperature at Start 35 F 125 F Fuel Level 15% No Torque Reduction by Injector Cutout Power Takeout Not Active Completion condition Minimum Maximum Length of Time Entry Conditions are Satisfied 11 sec. Expected Change in Catalyst Temperature 50 F Time in Idle 10 sec. Selected Gear Neutral Drive TYPICAL CSER COMPONENT MONITOR MALFUNCTION THRESHOLDS Engine speed discrepancy > 200 rpm Spark timing discrepancy > 10 deg. Ford Motor Company Revision Date: July 30, 2013 Page 129 of 261

130 Cold Start Variable Cam Timing Monitor (2008 MY and beyond) If the VCT cam phasing is used during a cold start to improved catalyst heating, the VCT system is checked functionally by monitoring the closed loop cam position error correction. If the proper cam position cannot be maintained and the system has an advance or retard error greater than the malfunction threshold, a cold start emission reduction (CSER) VCT control malfunction is indicated (P052A/P052B (Bank 1), P052C/P052D (Bank2). This test is the same test that was used previously for monitoring the VCT system under Comprehensive Component Monitoring requirements. CSER VCT Target Error Check Operation:] DTCs P052A Cold start camshaft position timing over-advanced (Bank 1) P052B Cold start camshaft timing over-retarded (Bank 1) P052C Cold start camshaft timing over-advanced (Bank 2) P052D Cold start camshaft timing over-retarded (Bank 2) Monitor execution Monitor Sequence Sensors OK Monitoring Duration Continuous None 5 seconds Typical CSER VCT target error entry conditions: Entry condition Minimum Maximum VCT control enabled and commanded to advance or retard cam during CSER Time since start of CSER cam phase monitoring n/a n/a 60 seconds Typical CSER VCT target error malfunction thresholds: CSER Response/target error - VCT over-advance: 11 degrees CSER Response/target error - VCT over-retard: 11 degrees CSER Response/Stuck Pin 10 degrees phasing commanded, and not seeing at least 2 degrees of movement. Ford Motor Company Revision Date: July 30, 2013 Page 130 of 261

131 Cold Start Emission Reduction System Monitor The Cold Start Emission Reduction System Monitor is being introduced for the 2007 MY on vehicles that meet the LEV-II emission standards. The System Monitor detects the lack of catalyst warm up resulting from a failure to apply sufficient CSER during a cold start. It does this by using the inferred catalyst temperature model to determine how closely the actual catalyst temperature follows the expected catalyst temperature during a cold start. How closely the actual temperature follows the expected temperature is reflected in a ratio which is compared with a calibratable threshold. Temperatures Used The actual catalyst temperature is the same inferred catalyst temperature that is used by other portions of the engine control system, including the CSER control system. The inputs to this actual temperature are measured engine speed, measured air mass, and commanded spark. The expected catalyst temperature is calculated using the same algorithm as the actual catalyst temperature, but the inputs are different. Desired engine speed replaces measured engine speed, desired air mass replaces measured air mass, and desired cold start spark replaces commanded spark. The resulting temperature represents the catalyst temperature that is expected if CSER is functioning properly. Ratio Calculation A ratio is calculated to reflect how closely the actual temperature has followed the expected temperature. This ratio is the difference between the two temperatures at a certain time-since-start divided by the increase in expected temperature over the same time period. The ratio, then, provides a measure of how much loss of catalyst heating occurred over that time period. This ratio correlates to tailpipe emissions. Therefore applying a threshold to it allows illumination of the MIL at the appropriate emissions level. The threshold is a function of ECT at engine start. General CSER Monitor Operation During the first 15 seconds of a cold start, the monitor checks the entry conditions, counts time in idle, and observes catalyst temperature. If the expected change in catalyst temperature is large enough, the monitor calculates the ratio as described above. Otherwise the monitor does not make a call. The monitor then begins the waiting period, which lasts from the time the ratio is calculated (15 seconds after engine start) until 300 seconds after engine start. This 5-minute wait allows time to diagnose other components and systems that affect the validity of the catalyst temperature model. During this waiting period, there are no constraints on drive cycle and the monitor cannot be disabled without turning off the key. At the end of the waiting period, if no other faults that could compromise the validity of the catalyst temperature model are found, the monitor compares the ratio to the threshold. If the ratio exceeds the threshold, the monitor considers the test a fail, and the monitor is complete. If the ratio falls below the threshold and all of the component monitor results are below their respective thresholds, the monitor determines whether the idle time was sufficient. If so, it considers the test a pass and the monitor is complete. If idle time was not sufficient, the monitor does not make a pass call and does not complete. This prevents tip-ins from resulting in false passes. Ford Motor Company Revision Date: July 30, 2013 Page 131 of 261

132 Ford Motor Company Revision Date: July 30, 2013 Page 132 of 261

133 CSER SYSTEM MONITOR OPERATION System Monitor DTC Monitor Execution Monitor Sequence Sensors OK Monitoring Duration P050E: Cold Start Engine Exhaust Temperature Too Low Once per driving cycle, during a cold start Monitor data collection takes place during first 15 seconds of cold start No fault is present in any of the sensors or systems affecting the catalyst temperature model: Mass Air Flow (P0102, P0103), Throttle Position (P0122, P0123, P0222, P0223), Misfire (P0316, P0300-P0312), Injectors (P0201- P0212), Fuel System (P0171, P0172, P0174, P0175), Secondary Air (P0412, P2258), Crank Position Sensor (P0320), Ignition Coil (P0351-P0360), Intake Air Temp (P0112, P0113), Engine Coolant Temp/Cylinder Head Temp (P0117, P0118, P1289, P1290), Variable Cam Timing (P0010, P0020, P0011, P0012, P0021, P0022), Intake Manifold Runner Control (P2008). Monitor completes 300 seconds after initial engine start TYPICAL CSER SYSTEM MONITOR ENTRY AND COMPLETION CONDITIONS Entry condition Minimum Maximum Barometric Pressure 22 in. Hg Engine Coolant Temperature at Start 35 F 100 F Catalyst Temperature at Start 35 F 125 F Fuel Level 15% No Torque Reduction by Injector Cutout Power Takeout Not Active Completion condition Minimum Maximum Length of Time Entry Conditions are Satisfied 11 sec. Expected Change in Catalyst Temperature 50 F Time in Idle 10 sec. Selected Gear Neutral Drive TYPICAL CSER SYSTEM MONITOR MALFUNCTION THRESHOLDS Cold start warm-up temperature ratio > 0.4 Ford Motor Company Revision Date: July 30, 2013 Page 133 of 261

134 Variable Cam Timing System Monitor Variable Cam Timing (VCT) enables rotation of the camshaft(s) relative to the crankshaft (phase-shifting) as a function of engine operating conditions. There are four possible types of VCT with DOHC engines: Intake Only (phase-shifting only the intake cam); Exhaust Only (phase-shifting only the exhaust cam); Dual Equal (phase-shifting the intake and exhaust cams equally); Twin Independent (phase-shifting the intake and exhaust cams independently). All four types of VCT are used primarily to increase internal residual dilution at part throttle to reduce NOx, and to improve fuel economy. This allows for elimination the external EGR system. With Exhaust Only VCT, the exhaust camshaft is retarded at part throttle to delay exhaust valve closing for increased residual dilution and to delay exhaust valve opening for increased expansion work. With Intake Only VCT, the intake camshaft is advanced at part throttle and WOT (at low to mid-range engine speeds) to open the intake valve earlier for increased residual dilution and close the intake valve earlier in the compression stroke for increased power. When the engine is cold, opening the intake valve earlier warms the charge which improves fuel vaporization for less HC emissions; when the engine is warm, the residual burned gasses limit peak combustion temperature to reduce NOx formation. With Dual Equal VCT, both intake and exhaust camshafts are retarded from the default, fully advanced position to increase EGR residual and improve fuel economy by reducing intake vacuum pumping losses. The residual charge for NOx control is obtained by backflow through the late-closing exhaust valve as the piston begins its intake stroke. The VCT system hardware consists of a control solenoid and a pulse ring on the camshaft. The PCM calculates relative cam position using the CMP input to process variable reluctance sensor pulses coming from the pulse ring mounted on the camshaft. Each pulse wheel has N + 1 teeth where N = the number of cylinders per bank. The N equally spaced teeth are used for cam phasing; the remaining tooth is used to determine cylinder # 1 position. Relative cam position is calculated by measuring the time between the rising edge of profile ignition pickup (PIP) and the falling edges of the VCT pulses. The PCM continually calculates a cam position error value based on the difference between the desired and actual position and uses this information to calculate a commanded duty cycle for the VCT solenoid valve. When energized, engine oil is allowed to flow to the VCT unit thereby advancing and retarding cam timing. The variable cam timing unit assembly is coupled to the camshaft through a helical spline in the VCT unit chamber. When the flow of oil is shifted from one side of the chamber to the other, the differential change in oil pressure forces the piston to move linearly along the axis of the camshaft. This linear motion is translated into rotational camshaft motion through the helical spline coupling. A spring installed in the chamber is designed to hold the camshaft in the low-overlap position when oil pressure is too low (~15 psi) to maintain adequate position control. The camshaft is allowed to rotate up to 30 degrees. Although the VCT system has been monitored under Comprehensive Component Monitoring requirements for many years, a new, emission-based VCT monitor is being introduced for the 2006 MY on vehicles that meet LEV-II emission standards. The intent of the new VCT monitoring requirements is to detect slow VCT system response that could cause emissions to increase greater than 1.5 * std. in addition to detecting functional problems (target errors). The new logic calculates the instantaneous variance in actual cam position (the squared difference between actual cam position and commanded cam position), then calculates the long term variance using a rolling average filter (Exponentially Weighted Moving Average). Continued, slow response from the VCT system will eventually accumulate large variances. Ford Motor Company Revision Date: July 30, 2013 Page 134 of 261

135 This same logic will also detect target errors that were detected by the previous CCM monitor. If the VCT system is stuck in one place, the monitor will detect a variance which will quickly accumulate. There are two variance indices, one that monitors cam variance in the retard direction and the other for the advance direction,. If either variance index is greater than the malfunction threshold, a VCT slow response/target error malfunction will be indicated (P0011, P0012, P0014, P0015 Bank 1, P0021, P0022, P0024, P0025 Bank 2). Target errors will tend to generate only a single over-advanced or over-retarded code while slow response will tend to generate both codes. In addition, logic has been added to determine whether the camshaft and crankshaft are misaligned by one or more teeth. This test calculates the absolute offset between one of the camshaft teeth and the crankshaft missing tooth at idle when that can is at its stop. If the error is greater than the malfunction threshold, a cam/crank misalignment error will be indicated (P0016 Bank 1, P0018 Bank 2). For systems that phase the cams immediately off of a cold start for reducing emissions or CSER (Cold Start Emissions Reduction) the cam position is monitored for functionality during this period of time. The logic calculates the instantaneous variance in actual cam position (the squared difference between actual cam position and commanded cam position), then calculates a longer term variance using a rolling average filter (Exponentially Weighted Moving Average) This is similar to the target error logic described above, but uses separate time constants and thresholds. There are two variance indices, one that monitors cam variance in the retard direction and the other for the advance direction,. If either variance index is greater than the malfunction threshold, a VCT slow response/target error malfunction will be indicated (P052A, P052B, P054A, P054B (Bank 1), P052C, P052D, P054C, P054D (Bank 2). Target errors will tend to generate only a single over-advanced or over-retarded code while slow response will tend to generate both codes. The in-use performance ratio numerator for the VCT monitor can be incremented only if the VCT system has been monitored for both functional and response faults. Similar to the previous CCM monitor, the VCT solenoid output driver in the PCM is checked electrically for opens and shorts (P0010 Bank 1, P0020 Bank 2). Ford Motor Company Revision Date: July 30, 2013 Page 135 of 261

136 VCT Monitor Operation: DTCs P Camshaft Position Actuator Circuit (Bank 1) P Intake Camshaft Position Timing - Over-Advanced (Bank 1) P Intake Camshaft Position Timing - Over-Retarded (Bank 1) P Exhaust Camshaft Position Timing - Over-Advanced (Bank 1) P Exhaust Camshaft Position Timing - Over-Retarded (Bank 1) P Crank/Cam Position Correlation (Bank 1) P Camshaft Position Actuator Circuit (Bank 2) P Intake Camshaft Position Timing - Over-Advanced (Bank 2) P Intake Camshaft Position Timing - Over-Retarded (Bank 2) P Exhaust Camshaft Position Timing - Over-Advanced (Bank 2) P Exhaust Camshaft Position Timing - Over-Retarded (Bank 2) P0018 Crank/Cam Position Correlation (Bank 2) Monitor execution Monitor Sequence Sensors OK Monitoring Duration Continuous None IAT, ECT, EOT, IMRC, TP, MAF, CKP, and CMP 5-10 seconds for circuit faults and functional checks, seconds for target error Typical VCT response/functional monitor entry conditions: Entry condition Minimum Maximum Engine RPM (for P0016/P0018 only) Engine Coolant Temperature Engine Oil Temperature VCT control enabled and commanded to advance or retard cam ** 18 o F 280 o F ** VCT control of advance and retard by the engine is disabled in crank mode, when engine oil is cold (< 150 o F), while learning the cam/crank offset, while the control system is "cleaning" the solenoid oil passages, throttle actuator control in failure mode, and if one of the following sensor failures occur: IAT, ECT, EOT, MAF, TP, CKP, CMP, or IMRC. n/a n/a Ford Motor Company Revision Date: July 30, 2013 Page 136 of 261

137 Typical VCT monitor malfunction thresholds: VCT solenoid circuit: Open/short fault set by the PCM driver Cam/crank misalignment: > or = one tooth difference, or 16 crank degrees Response/target error - VCT over-advance variance too high: 40 to 700 degrees squared Response/target error - VCT over-retard variance too high: 40 to 700 degrees squared Response/target error - Cam bank-to-bank variance too high: 40 to 700; degrees squared J1979 VCT Monitor Mode $06 Data Monitor ID Test ID Description for CAN Units $35 $80 Camshaft Advanced Position Error Bank 1 (P011/P0014) $35 $81 Camshaft Retarded Position Error Bank 1 (P0012/P0015) $36 $80 Camshaft Advanced Position Error Bank 2 (P0021/P0024) $36 $81 Camshaft Retarded Position Error Bank 2 (P0022/P0025) Unsigned, Angular degrees Unsigned, Angular degrees Unsigned, Angular degrees Unsigned, Angular degrees Ford Motor Company Revision Date: July 30, 2013 Page 137 of 261

138 Gasoline Direct Injection Ford is adding gasoline Direct Injection (DI) to many of its engines for improved fuel economy, performance and emissions. Most engines will also incorporate a turbocharger when they go to DI, however, some engines will not. Engines with turbo charging are designated as GTDI (Gasoline Turbo Direct Injection) and engine without turbo charging are designated GDI (Gasoline Direct Injection). The fuel systems for both of these variants are very similar. The only difference is that the GDI engine does not have the turbo controls that consist of the Turbocharger, Wastegate Control Valve, Compressor Bypass Valve and the sensor that contains the Throttle Inlet Pressure Sensor (TCB-A) and Throttle Charge Temperature Sensor (CACT) Ford's first GTDI engine was introduced in the 2010 MY. The 3.5 L GTDI engine was based off the 3.5L IVCT engine used in the Taurus, Edge, etc. The GTDI version was introduced in the 2010 MY Ford Flex, Lincoln MKR (CUV), Taurus and Lincoln MKS (sedan). The PCM for the GTDI engine controls the following sensors and actuators: Outputs/Actuators: Electronic Throttle Control, Variable Cam Timing (Intake only), Wastegate Control Valve, Compressor Bypass Valve, Ignition timing, Fuel injectors (Direct Injection), Fuel Rail Pressure Control Valve Inputs/Sensors: MAP, Manifold Charge Temp, Throttle Inlet Pressure, Throttle Charge Temp, Intake Air Temp, BARO, Cylinder Head Temp, Cam & Throttle positions, Engine Speed, Fuel Rail Pressure, UEGO (front, control), HEGO (rear fuel trim) Ford Motor Company Revision Date: July 30, 2013 Page 138 of 261

139 For the 2011 MY, 3.5L/3.7L engine was upgraded from ICVT (Intake-only Variable Cam Timing) to TIVCT (Twin Independent Variable Cam Timing. The 3.5L GTDI engine in the F-150 is based off this upgraded engine (3.5L GTDI TIVCT). The DI and turbo controls, however, are unchanged. For the 2011 MY, the Explorer will be available with a 2.0L GTDI engine with TIVCT. For 2012 MY, it is also available in the Edge. The DI and turbo controls are similar to the 3.5L GTDI with the exception that there is only one turbocharger. For the 2012 MY, the Focus will be available with a 2.0L GDI engine with TIVCT. The controls are similar to the 2.0L GTDI engine. The only difference is that the GDI engine does not have the turbo controls that consist of the Turbocharger, Wastegate Control Valve, Compressor Bypass Valve and the sensor that contains the Throttle Inlet Pressure Sensor (TCB-A) and Throttle Charge Temperature Sensor (CACT) Because GDI engine controls and OBD are a subset of the GDTI engine controls and OBD, they will all be described in this chapter. Intake Air Temperature 1 Sensor (IAT1) The Intake Air Temperature 1 sensor (also called Air Charge Temperature) is used for the inference of ambient temperature for several PCM strategy features. In previous designs, the Intake Air Temperature 1 sensor was physically integrated with the Mass Air Flow (MAF) sensor. In this design, the Intake Air Temperature 1 sensor is a stand-alone sensor and is mounted near the air cleaner. Intake Air Temperature 1 Sensor Circuit Range Check DTCs P0112 Intake Air Temperature Sensor 1 Circuit Low (Bank 1) Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0113 Intake Air Temperature Sensor 1 Circuit High (Bank 1) continuous none not applicable 5 seconds to register a malfunction Typical Intake Air Temperature 1 Sensor Circuit Range Check Malfunction Thresholds P0112 P0113 IAT1 voltage < volts IAT1 voltage > 4.96 volts Intake Air Temperature Sensor 1 Circuit Intermittent Check DTCs P0114 Intake Air Temperature Sensor 1 Intermittent/Erratic (Bank 1) Monitor execution Monitor Sequence Sensors OK Monitoring Duration continuous none not applicable counts intermittent events per trip Typical Air Charge Temperature Sensor Check Malfunction Thresholds 10 intermittent out-of-range events per driving cycle Ford Motor Company Revision Date: July 30, 2013 Page 139 of 261

140 Charge Air Cooler Temperature Sensor (CACT) The Charge Air Cooler Temperature sensor (also known as Throttle Charge Temperature) refines the estimate of air flow rate through the throttle. Throttle Charge Temperature Sensor Circuit Range Check DTCs P007C Charge Air Cooler Temperature Sensor Circuit Low (Bank 1) Monitor execution Monitor Sequence Sensors OK Monitoring Duration P007D Charge Air Cooler Temperature Sensor Circuit High (Bank 1) continuous none not applicable 5 seconds to register a malfunction Typical Throttle Charge Temperature Sensor Circuit Range Check Malfunction Thresholds P007C P007D CACT voltage < volts CACT voltage > 4.96 volts Intake Air Temperature 2 Sensor (IAT2) The Intake Air Temperature 2 sensor (also known as Manifold Charge Temperature) is mounted to the intake manifold and is used to compute cylinder air charge and provide input for various spark control functions. It is integrated with the intake manifold pressure sensor. Manifold Charge Temperature Sensor Circuit Range Check DTCs P0097 Intake Air Temperature Sensor 2 Circuit Low (Bank 1) Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0098 Intake Air Temperature Sensor 2 Circuit High (Bank 1) Continuous None not applicable 5 seconds to register a malfunction Typical Manifold Charge Temperature Sensor Circuit Range Malfunction Thresholds P0097 P0098 IAT2 voltage < volts IAT2 voltage > 4.96 volts Ford Motor Company Revision Date: July 30, 2013 Page 140 of 261

141 IAT1, CACT, IAT2, EOT Temperature Sensor Transfer Function Volts A/D counts in PCM Temperature, degrees F Ford Motor Company Revision Date: July 30, 2013 Page 141 of 261

142 IAT1, CACT, IAT2 Key-Up Correlation Check Once the IAT1, CACT, IAT2 are confirmed to be in-range, the key-up correlation test compares the three temperatures on key-up after a long period off key-off time (6 hours). The three-way correlation test is run only once per power-up. After a long key-off period, the three temperature sensors are expected to report nearly the same temperature. The exception to this is when a block heater is used. Block heater use can cause these three air temperature sensors to widely differ from each other. To detect if an engine coolant heater is active we compare Cylinder Head Temperature (CHT) to Transmission Fluid Temperature (TFT). A significant temperature difference (10 F) indicates block heater activity. The IAT, CACT, and IAT2 are mounted along the engine air intake system. The IAT is mounted in the engine air inlet (near air cleaner). The CACT is mounted near the throttle inlet. The IAT2 is mounted inside the intake manifold. If the sensors all agree, no malfunction is indicated and the test is complete. Specifically, the three way check compares 3 sensor pairings. All three pairings must correlate to pass this test. IAT and CACT agree within a tolerance (±30 F) and CACT and IAT2 agree within a tolerance (±30 F) and IAT2 and IAT agree within a tolerance (±30 F). Case 1 At least two correlation pairings are within tolerance (±30 F). All sensors pass. Case 2 One correlation pairing is within tolerance (±30 F). Those two sensors that correlate pass, the third sensor is flagged as faulted. Case 3 Zero correlation pairings are within tolerance (±30 F). P00CE Intake Air Temperature Measurement System Multiple Sensor Correlation Ford Motor Company Revision Date: July 30, 2013 Page 142 of 261

143 Engine Air Temperature Sensor Key-Up Correlation Check DTCs P0111 Intake Air Temperature Sensor 1 Circuit Range/Performance (Bank 1) P007B Charge Air Cooler Temperature Sensor Circuit Range/Performance (Bank 1) P0096 Intake Air Temperature Sensor 2 Circuit Range/Performance (Bank 1) P00CE Intake Air Temperature Measurement System Multiple Sensor Correlation Monitor execution Monitor Sequence Sensors OK Monitoring Duration Once per driving cycle, at start-up None ECT/CHT, IAT1, CACT, IAT2, TFT Immediate Engine Air Temperature Sensor Key-Up Correlation Check Entry Conditions Entry condition Minimum Maximum Engine off (soak) time 6 hours CHT TFT at start (block heater inferred) +10 F Typical Engine Air Temperature Sensor Key-Up Correlation Check Malfunction Thresholds CHT at least 10 F hotter than TFT means block heater detected. Ford Motor Company Revision Date: July 30, 2013 Page 143 of 261

144 IAT1, CACT, IAT2 Out of Range Hot Check The IAT1, CACT, IAT2 are all checked for maximum expected temperature readings during a steady state driving condition. When parked at hot ambient temperatures or after heavy load operation, these temperatures can climb to unusually high temperatures thus the "too hot" check is not done at those conditions. Engine Air Temperature Sensor Out of Range Hot Check DTCs P0111 Intake Air Temperature Sensor 1 Circuit Range/Performance (Bank 1) Monitor execution Monitor Sequence Sensors OK Monitoring Duration P007B Charge Air Cooler Temperature Sensor Circuit Range/Performance (Bank 1) P0096 Intake Air Temperature Sensor 2 Circuit Range/Performance (Bank 1) Continuous None ECT/CHT, IAT, VSS 250 seconds to register a malfunction Engine Air Temperature Sensor Out of Range Hot Check Entry Conditions Entry condition Minimum Maximum Vehicle speed 40 mph Time above minimum vehicle speed (if driving req'd) 5 min For IAT1, Load below a maximum load threshold 1.0 Typical Engine Air Temperature Sensor Out of Range Hot Check Malfunction Thresholds P0111 IAT1 > 150 F P007B CACT > 220 F P0096 IAT2 > 240 F Ford Motor Company Revision Date: July 30, 2013 Page 144 of 261

145 Barometric Pressure Sensor (BARO) The Barometric Pressure Sensor (BARO) is used to directly measure barometric pressure and for exhaust back pressure estimation. (Exhaust back pressure influences speed density based air charge computation.) The BARO sensor is directly mounted to the PCM circuit board. The BARO sensor has a high accuracy operating range of 60 to 115 kpa (17.7 to 34.0 "Hg) and a full operating range of 7.6 to kpa. The voltage is electrically clipped between 0.3 and 4.8 volts. A P2228 or P2229 DTC indicates that either the sensor is electrically faulted or the sensed barometric pressure is outside the normal operating range. BARO Sensor Transfer Function Vout=Vref * ( * Pressure (in kpa) Volts Pressure, kpa Pressure, Inches Hg Barometric Pressure Sensor Range Check DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P2228 Barometric Pressure Circuit Low P2229 Barometric Pressure Circuit High continuous None not applicable 5 seconds to register a malfunction Typical Barometric Pressure Sensor Range Check Malfunction Thresholds P2228 P2229 BP < 2.0 volts (above 15,000 ft altitude) BP > 4.4 volts (below -1,000 ft altitude) Ford Motor Company Revision Date: July 30, 2013 Page 145 of 261

146 Turbocharger Boost Sensor A (TCB-A) The Turbocharger Boost Sensor A (also known as Throttle Inlet Pressure (TIP)) is the feedback sensor for turbo boost control. Boost control algorithm computes desired boost from operating conditions and adjusts the pneumatically-controlled boost pressure limit to achieve that desired boost pressure. TCB-A is also used to compute air flow rate through the throttle independently of the primary air charge computation for torque monitoring (and intake manifold leak detection). The TCB-A sensor is physically integrated with the Charge Air Cooler Temperature Sensor. The boost sensor has a specified range of 20 to 300 kpa. The voltage is electrically clipped between 0.3 to 4.8 volts, TCB-A and MAP Sensor Transfer Function Vout=(Vref / 5) * ( * Pressure (in kpa) ) Volts Pressure, kpa Pressure, Inches Hg Throttle Inlet Pressure Sensor Range Circuit Check DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0237 Turbocharger/Supercharger Boost Sensor A Circuit Low P0238 Turbocharger/Supercharger Boost Sensor A Circuit High continuous None not applicable 5 seconds to register a malfunction Typical Throttle Inlet Pressure Sensor Range Circuit Check Malfunction Thresholds P0237 P0238 TCB-A voltage < 0.19 volts TCB_A voltage > 4.88 volts Ford Motor Company Revision Date: July 30, 2013 Page 146 of 261

147 Ford Motor Company Revision Date: July 30, 2013 Page 147 of 261

148 Throttle Inlet Pressure Sensor Range Circuit Intermittent Check DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P025E Turbocharger/Supercharger Boost Sensor "A" Intermittent/Erratic continuous none not applicable counts intermittent events per trip Typical Throttle Inlet Pressure Sensor Range Circuit Malfunction Thresholds 10 intermittent out-of-range events per driving cycle Ford Motor Company Revision Date: July 30, 2013 Page 148 of 261

149 Intake Manifold Pressure (MAP) Sensor The Manifold Absolute Pressure (MAP) sensor is used for the Speed Density air charge calculation. The MAP sensor is physically integrated with the Intake Air Temperature 2 sensor. The MAP sensor has a specified range of 10 to 200 kpa. The voltage is electrically clipped between 0.3 to 4.8 volts, TCB-A nd MAP Sensor Transfer Function Vout=Vref * ( * Pressure (in kpa) ) Volts Pressure, kpa Pressure, Inches Hg Intake Manifold Pressure Sensor Range Circuit Check DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0107 Manifold Absolute Pressure/BARO Sensor Low P0108 Manifold Absolute Pressure/BARO Sensor High continuous None not applicable 5 seconds to register a malfunction Typical Intake Manifold Pressure Sensor Range Circuit Check Malfunction Thresholds P0107 P0108 MAP voltage < 0.19 volts MAP voltage > volts Ford Motor Company Revision Date: July 30, 2013 Page 149 of 261

150 Intake Manifold Pressure Sensor Range Circuit Intermittent Check DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0109 Manifold Absolute Pressure/BARO Sensor Intermittent continuous none not applicable counts intermittent events per trip Typical Intake Manifold Pressure Sensor Range Circuit Malfunction Thresholds 10 intermittent out-of-range events per driving cycle Ford Motor Company Revision Date: July 30, 2013 Page 150 of 261

151 BARO, TCB-A, MAP Sensor 3-Way Correlation Check at Key-Up At key-up BARO, TCB-A, and MAP are compared. If any two agree and one does not, that sensor is declared faulted. BP, TIP, MAP Sensor 3-Way Correlation Check at Key-Up DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P2227 P0236 P0106 Barometric Pressure Circuit Range/Performance At key-up None BP, MAP, TIP 0.2 seconds BP, TIP, MAP Sensor 3-Way Correlation Check at Key-Up Entry Conditions Entry condition Minimum Maximum Engine off (soak) time Battery Voltage 10 seconds 6.75 volts Typical BP, TIP, MAP Sensor 3-Way Correlation Check at Key-Up Malfunction Thresholds TCB-A MAP < 2.72"Hg BARO MAP < 2.03"Hg BARO TCB-A < 2.14"Hg Ford Motor Company Revision Date: July 30, 2013 Page 151 of 261

152 BARO, TCB-A and TCB-A, MAP Sensor 2-Way Correlation Check Should a BARO, TCB-A, or MAP sensor pass the key-on test but become faulted during operation, two air pressure sensor correlation check are made. At low engine air flows no turbocharger boost is commanded and BARO should be very close to TCB-A. In certain operation regions, MAP can be estimated from TCB-A, throttle angle, and engine speed (a.k.a. speed-throttle). These two correlations are then used to infer if any of the three air pressure sensors are faulted BARO, TCB-A Sensor 2-Way Correlation Check Entry DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P2227 Barometric Pressure Sensor "A" Circuit Range/Performance P0236 Turbocharger/Supercharger Boost Sensor "A" Circuit Range/Performance P0106 Barometric Pressure Circuit Range/Performance Continuous None BP, TIP, MAP 10 seconds BARO, TCB-A Sensor 2-Way Correlation Check Entry Conditions Entry condition Minimum Maximum Low TP 4.0 Low engine rpm 1500 rpm Typical BARO, TCB-A Sensor 2-Way Correlation Check Entry Malfunction Thresholds pass P2227 P0106 P0236 ( BARO TCB-A < 5.5"Hg) AND ( MAP Estimated MAP < 3.5"Hg) ( BARO TCB-A > 5.5"Hg) AND ( MAP Estimated MAP < 1.8"Hg) ( BARO TCB-A < 1.8"Hg) AND ( MAP Estimated MAP > 3.5"Hg) (if none of above conditions met) Ford Motor Company Revision Date: July 30, 2013 Page 152 of 261

153 Compressor Bypass Valve(s) The compressor bypass valve(s) is used to prevent backflow though the turbocharger compressors when the throttle is rapidly closed to avoid an undesirable audible noise. The high pressure downstream of the compressor bypasses the compressor as it travels upstream when the valve is open. In this application, two compressor bypass valves are used to establish a sufficient bypass flow rate. The compressor bypass valve(s) are checked for electrical faults. Compressor Bypass Valve Circuit Check Operation: DTCs Monitor execution Monitor Sequence Monitoring Duration P0034 Turbocharger/Supercharger Bypass Valve "A" Control Circuit Low P0035 Turbocharger/Supercharger Bypass Valve "A" Control Circuit High P00C1 Turbocharger/Supercharger Bypass Valve "B" Control Circuit Low P00C2 Turbocharger/Supercharger Bypass Valve "B" Control Circuit High Continuous None 5 seconds Compressor Bypass Valve Circuit malfunction thresholds: PCM smart driver hardware detects faults for circuit short to battery, short to ground, and open circuit. Fault status reported to PCM to set appropriate DTC. Ford Motor Company Revision Date: July 30, 2013 Page 153 of 261

154 Wastegate Pneumatic Solenoid Valve The wastegate (one per turbocharger) allows exhaust pressure to bypass the turbocharger's turbine, to control compressor speed (on the same shaft), and thus boost pressure. The wastegate controller is actually a mechanical-pneumatic boost pressure controller. Its boost pressure limit can be increased within a limited range by altering the pressure "seen" by the pneumatic actuator. The wastegates are only controlled indirectly by the PCM via the wastegate pneumatic solenoid. A high pressure on the wastegate actuator's diaphragm tends to open the wastegate. The solenoid valve normally connects compressor out pressure (boost) to the wastegate actuator's diaphragm, resulting in the regulation of maximum boost pressure (to a constant value). Using the wastegate vent solenoid to partially vent (reduce) that control pressure increases the regulated maximum boost. As the compressor outlet pressure increases, a pneumatically powered actuator opens each turbocharger wastegate to limit compressor outlet pressure. The wastegate pneumatic solenoid valve modulates that feedback pressure to increase the boost pressure limit. A duty cycle of 100% vents feedback thus eliminating any wastegate controlled boost limit. A duty cycle of 0% results in the base boost limit of approximately 5 psi gauge. Wastegate actuator Wastegate solenoid Wastegate Pneumatic Solenoid Valve Circuit Check Operation DTCs Monitor execution Monitor Sequence Monitoring Duration P0245 Turbocharger/Supercharger Wastegate Solenoid A Low P0246 Turbocharger/Supercharger Wastegate Solenoid A High Continuous None 5 seconds Wastegate Pneumatic Solenoid Valve Circuit malfunction thresholds: PCM smart driver hardware detects faults for circuit short to battery, short to ground, and open circuit. Fault status reported to PCM to set appropriate DTC. Ford Motor Company Revision Date: July 30, 2013 Page 154 of 261

155 Vacuum Actuated Wastegate System The 3.5L GTDI was introduced with a mechanical-pneumatic boost pressure controller as described in the previous section. Boost pressure is limited mechanically via a diaphragm and spring. Boost pressure can be increased within a limited range by controlling a wastegate pneumatic solenoid. The 2.0L GTDI was introduced with a vacuum actuated wastegate. This permits control of the wastegate position at all engine conditions. The wastegate can be opened at some part load conditions to reduce the backpressure on the engine. This reduces pumping losses and improves efficiency and fuel economy. A vacuum sensor was added to improve the accuracy and robustness of the control system. Remote Filter Wastegate Control Pressure Sensor Wastegate Control Valve Wastegate Control Actuator Intake Manifold Reservoir 4mm Compressor Bypass Valve Brake Vacuum Pump 3mm Brake Booster 3/8 6mm 2.0LGTDI (EcoBoost) Vacuum Schematic for Wastegate Control System Ford Motor Company Revision Date: July 30, 2013 Page 155 of 261

156 Wastegate Pneumatic Solenoid Valve Circuit Check Operation DTCs Monitor execution Monitor Sequence Monitoring Duration P0245 Turbocharger/Supercharger Wastegate Solenoid A Low P0246 Turbocharger/Supercharger Wastegate Solenoid A High Continuous None 2-3 seconds Wastegate Pneumatic Solenoid Valve Circuit malfunction thresholds: PCM smart driver hardware detects faults for circuit short to battery, short to ground, and open circuit. Fault status reported to PCM to set appropriate DTC. Under steady conditions, the control pressure error should be small. Control pressure lower than expected could indicate an air leak between wastegate canister and the wastegate solenoid, and insufficient source of vacuum, or that the wastegate solenoid is stuck off. Control pressure higher than expected could indicate that the wastegate solenoid is stuck on Wastegate Control Pressure Check Operation DTCs Monitor execution Sensors OK Monitor Sequence Monitoring Duration P1015 Wastegate Control Pressure Lower Than Expected P1016 Wastegate Control Pressure Lower Than Expected Continuous No P100F, P1011, P1012, P1013, P0245, P0246 DTCs None 5 seconds Wastegate Control Pressure Check Entry Conditions Entry Condition Minimum Maximum Desired wastegate control pressure is stable: (desired pressure - expected pressure). 0.5 in Hg Wastegate Pneumatic Solenoid Valve Circuit malfunction thresholds: P Wastegate control pressure error > 3 in Hg P Wastegate control pressure error > 5 in Hg Ford Motor Company Revision Date: July 30, 2013 Page 156 of 261

157 Wastegate Control Pressure Sensor The wastegate control pressure sensor is checked for opens, short and intermittents, P1012, P1013 and P1014. Wastegate Control Pressure Sensor Check Operation DTCs Monitor execution Monitor Sequence Monitoring Duration P1012 Wastegate Control Pressure Sensor Circuit Low P1013 Wastegate Control Pressure Sensor Circuit High P1014 Wastegate Control Pressure Sensor Circuit Intermittent/Erratic Continuous None 5 seconds Wastegate Control Pressure Sensor Transfer Function Vout=(Vref / 5) * ( * Pressure (in kpa) ) Volts Pressure, kpa Pressure, Inches Hg Wastegate Control Pressure Sensor Check Entry Conditions Entry Condition Minimum Maximum none Wastegate Pneumatic Solenoid Valve Circuit malfunction thresholds: P1012 voltage < 0.20 V P1013 voltage > 4.93 V P1014 open or shorted > 10 events in a driving cycle Ford Motor Company Revision Date: July 30, 2013 Page 157 of 261

158 The wastegate control pressure sensor reading is checked at key-up using a four-way correlation check. If the wastegate control pressure sensor reading is higher or lower than the readings of the BARO, MAP, and TIP, a P100F is set..a P1011 is set if the wastegate control pressure is greater than BARO. Wastegate Control Pressure Sensor Check Operation DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P1011 Wastegate Control Pressure Sensor Circuit Range/Performance P100F Wastegate Control Pressure/BARO Correlation Continuous None No P1012, P1013, P1011, P2228, P2229, P2227, P0236, P0106 DTCs. 5 seconds Wastegate Control Pressure Sensor Check Entry Conditions Entry Condition Minimum Maximum Engine off time (P100F only) 20 sec Wastegate Pneumatic Solenoid Valve Circuit malfunction thresholds: P100F pressure error exceeds 2.5 in Hg P1011 pressure exceeds BARO by > 3.0 in Hg Ford Motor Company Revision Date: July 30, 2013 Page 158 of 261

159 Boost Control The boost control system determines a desired boost. Active control occurs when the desired boost is above base boost where base boost is defined as that boost that results when the wastegate vent solenoid is not venting (circuit off). The following conditions may result in underboost. One or more wastegates stuck open Large conduit leak between compressor and throttle The following conditions may result in overboost. One or more wastegates stuck closed One or more control hoses leaking/disconnected between wastegate diaphragm and wastegate vent solenoid. Wastegate vent solenoid stuck in vent position Control hoses to wastegate vent solenoid swapped. Hose between boost volume and wastegate vent solenoid disconnected. Not-yet-detected Turbocharger Boost sensor in-range failure. The boost control system computes a desired boost based on operating conditions. Via the wastegate pneumatic solenoid valve, it varies the boost pressure limit to achieve its desired boost level (measured by the TCB-A sensor). The air charge control regulates the throttle to control the intake manifold pressure (MAP). Ford Motor Company Revision Date: July 30, 2013 Page 159 of 261

160 OverBoost Control Functional Check Operation: DTCs Monitor execution Monitor Sequence Sensors/Actuators OK Monitoring Duration P0234 (Turbocharger/Supercharger A Overboost Condition) continuous none CBV, TCB-A, WGS, BARO 5 seconds (up/down timer) OverBoost Control Functional Check Entry Conditions: Entry Condition Minimum Maximum Wastegate Duty Cycle 0.05 OverBoost Control Functional Check Malfunction Thresholds: (Boost Pressure Desired Boost Pressure Actual) > 4 psi UnderBoost Control Functional Check Operation: DTCs Monitor execution Monitor Sequence Sensors/Actuators OK Monitoring Duration P0299 (Turbocharger/Supercharger A Underboost Condition) continuous none CBV, TCB-A, WGS, BARO 5 seconds (up/down timer) OverBoost Control Functional Check Entry Conditions: Entry Condition Minimum Maximum Wastegate Duty Cycle 0.95 OverBoost Control Functional Check Malfunction Thresholds: (Boost Pressure Desired Boost Pressure Actual) > 4 psi Ford Motor Company Revision Date: July 30, 2013 Page 160 of 261

161 Fuel Injectors, Gasoline Direct Injection Overview The Gasoline Direct Injection (GDI) system is similar to a Port Fuel Injection (PFI) system with the exception of an added high-pressure pump. An in-tank pump supplies 65 psi fuel to the high pressure, camshaft-driven pump. The PCM-controlled pump produces a selectable pressure in the fuel rail(s). On/off injectors meter the high pressure fuel directly into the cylinders. GDI Fuel Injectors, Rail, and High Pressure Pump Gasoline Direct Injection (GDI) injectors spray liquid fuel, under high pressure, directly in the cylinder when activated. The high pressure fuel is supplied to the injector by a common fuel rail. The desired fuel pressure is determined by the PCM. Fuel injector pulsewidth is based on actual fuel pressure which is measured by a pressure sensor in the common rail. Injection typically occurs in the cylinder's intake and compression stroke. Under certain conditions, multiple injections can occur per cylinder event. Since injection pressure is variable, the fuel mass injected is a function of both fuel pressure and injector pulsewidth. A typical PFI injector is activated by applying battery voltage to it. The GDI injector driver applies a high voltage (65 volts) to initially open the injector and then controls injector current to hold it open during injection. Ford Motor Company Revision Date: July 30, 2013 Page 161 of 261

162 Fuel Injectors A typical PFI injector is single side controlled by the PCM. The GDI injector has two wires per injector routed to the PCM. The injector high side goes to a PCM pin (or two pins) that are common between an injector pair. The PCM contains a smart driver that monitors and compares high side and low side injector currents to diagnose numerous faults. All injector fault modes, however, are mapped into a single DTC per injector. A higher-than-battery-voltage supply (internally generated within the PCM) is used to open the injector and modulated battery voltage holds the injector open. The injector driver IC controls three transistor switches that apply the boost voltage and then modulate injector current. Should that full voltage be unavailable, the proper injector opening current may not be generated in the time required. This fault (P062D) is detected on a per cylinder basis and reported without specifying a particular cylinder. GDI Fuel Injector Injector Circuit Check Operation DTCs Monitor execution Monitor Sequence Monitoring Duration P0201 through P0206 (Cylinder x Injector Circuit) P062D Fuel Injector Driver Circuit Performance Continuous within entry conditions None 10 seconds Typical Injector Circuit Check Entry Conditions Entry Condition Minimum Maximum Battery Voltage 11.0 volts Ford Motor Company Revision Date: July 30, 2013 Page 162 of 261

163 Fuel Volume Regulator The high pressure fuel pump raises Fuel Rail Pressure (FRP) to the desired level to support fuel injection requirements. Unlike Port Fuel Injection (PFI) systems, with Gasoline Direct Injection (GDI), the desired fuel rail pressure ranges widely over operating conditions. The Fuel Volume Regulator is controlled to allow a desired fraction of the pump's full displacement (fuel volume) into the fuel rail. A fuel rail pressure control algorithm computes the required fraction of fuel pump volume to achieve the desired pressure. The high pressure fuel pump can only increase (and not reduce) fuel rail pressure. Fuel Injection is used to reduce fuel rail pressure. High Pressure Fuel Pump and Cutaway view The Fuel Volume Regulator (FVR) is a solenoid valve permanently mounted to the pump assembly. It selects one of two plumbing elements upstream of the pump chamber. The next figure shows the solenoid valve in the unpowered position.) Solenoid State Un-powered Energized Plumbing Element Selected Flow Through (i.e. Check Valve Disabled) Check Valve The FVR control is done synchronous to the cam position on which the pump is mounted. The synchronous FVR control must take into account that the camshaft phasing is varied during engine operation for purposes of valve control. Fuel from lift pump Fuel to fuel rail FVR de-energized, no pumping action results High Pressure Pump Plumbing Schematic Ford Motor Company Revision Date: July 30, 2013 Page 163 of 261

164 FVR de-energized Check valve open FVR de-energized Check valve open FVR energized Check valve closed FVR de-energized Check Valve closed FVR control signal Fuel Volume Regulator Control The FVR solenoid coil may overheat and fail if constant battery voltage is applied. For that reason, the PCM is equipped with protections to prevent FVR damage due certain wiring faults. The FVR is a two wire device (high and low side control) with both wires routed to the PCM. This means that either or both wires can generate the DTC(s). Fuel Volume Regulator Circuit Check Operation DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0001 Fuel Volume Regulator Control Circuit / Open P0003 Fuel Volume Regulator Control Circuit Low P0004 Fuel Volume Regulator Control Circuit High continuous none none not applicable Ford Motor Company Revision Date: July 30, 2013 Page 164 of 261

165 Fuel Rail Pressure Sensor The fuel rail pressure control system uses the measured fuel rail pressure in a feedback control loop to achieve the desired fuel rail pressure. The fuel injection algorithm uses actual fuel rail pressure in its computation of fuel injector pulse width and fuel injection timing. The Fuel Rail Pressure sensor is a gauge sensor. Its atmospheric reference hole is in the electrical connector. The fuel rail pressure sensor has a nominal range of 0 to 26 MPa (0 to 260 bar, 0 to 3770 psi). This pressure range is above the maximum intended operating pressure of 15 MPa and above the pressure relief valve setting of 19.4 MPa. The sensor voltage saturates at slightly above 0.2 and slightly below 4.8 volts. Fuel Rail Pressure Sensor Fuel rail pressure can develop a vacuum when the vehicle cools after running. Vacuums can be measured by the FPR gauge sensor as voltages near the 0.2 Volt limit. FRP Sensor Transfer Function FRP = psi + (FRP_voltage / 5.0 volts) * psi Volts Pressure, MPa (gauge) Pressure, psi (gauge) Ford Motor Company Revision Date: July 30, 2013 Page 165 of 261

166 FRP Open/Short Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P Fuel Rail Pressure Sensor A Circuit Low P Fuel Rail Pressure Sensor A Circuit High Continuous none none 5 seconds to register a malfunction Typical FRP Sensor Check Malfunction Thresholds: FRP voltage < 0.20 volts or FRP voltage > 4.80 volts A fuel pressure sensor that is substantially in error results in a fuel system fault (too rich / too lean). If actual fuel rail pressure exceeds measured pressure, more fuel than that which would be expected is injected and vice versa. This fuel error would show up in the long term and short term fuel trim. Ford Motor Company Revision Date: July 30, 2013 Page 166 of 261

167 Fuel Rail Pressure Control Fuel rail pressure is maintained via: Feed-forward knowledge of pump command and injector fuel quantity and Feedback knowledge of sensed pressure. A set point pressure is determined by engine operating conditions. If a pressure increase is desired, the fuel pump effective stroke is increased via FVR valve timing. Pressure decreases are analogous; however, without injection fuel rail pressure cannot be decreased. Acting alone, the pump can only increase pressure. In theory, the PCM could exactly account for mass entering the rail via the pump and exiting the rail via the injectors, however, since both the pump timing and injector timing are constantly changing and interact, this is very difficult. Thus, the pump control performs fuel pressure control as a continuous process. It calculates average fuel mass over 720 (one engine cycle) and average fuel pressure over 240. Control is executed at engine firing rate 240. For diagnostic purposes, fuel fractional pressure error is computed as a ratio of the pressure error over the desired pressure. This unitless ratio is then compared to thresholds to yield fuel pressure too low (P0087) or fuel pressure too high (P0088). Fuel Rail Pressure Control (Normal) Functional Check Operation: DTCs Monitor execution Monitor Sequence Sensors/Actuators OK Monitoring Duration P0087 (Fuel Rail Pressure Too Low) P0088 (Fuel Rail Pressure Too High) continuous P0087 and P0088 must complete before setting P00C6 or P053F FLI, FRP, FVR,, Lift Pump not applicable Typical Fuel Rail Pressure Control (Normal) Functional Check Entry Conditions: Entry Condition Minimum Maximum High Pressure Pump Enabled Enabled Fuel level 15% Injector Cut Off No Injector Cut Off Injection Volume / (720 Pump Volume / Number of Cylinders) Engine Coolant Temperature 20 F 250 F CSER Mode Not in CSER Ford Motor Company Revision Date: July 30, 2013 Page 167 of 261

168 Typical Fuel Rail Pressure Control (Normal) Functional Check Malfunction Thresholds: P0087: (Fuel_Pressure_Desired Fuel_Pressure_Actual) / Fuel_Pressure_Desired > 0.25 P0088: (Fuel_Pressure_Desired Fuel_Pressure_Actual) / Fuel_Pressure_Desired > 0.25 Fuel Rail Pressure Control (Cranking) The engine is designed to start with a minimum required fuel injection pressure. If that minimum fuel injection pressure is not achived before the first fuel injection, a fault is set. Fuel Rail Pressure Control (Cranking) Functional Check Operation: DTCs Monitor execution Monitor Sequence Sensors/Actuators OK Monitoring Duration P00C6 (Fuel Rail Pressure Too Low Engine Cranking) Minimum pressure met instantaneously once during cranking P0087 and P0088 must pass before setting P00C6 or P053F FLI, FRP, FVR,, Lift Pump Minimum met instantaneously once during cranking Typical Fuel Rail Pressure Control (Cranking) Functional Check Entry Conditions: Entry Condition Minimum Maximum Fuel level 15% Typical Fuel Rail Pressure Control (Cranking) Functional Check Malfunction Thresholds: Fuel_Pressure_Actual >= Fuel_Pressure_Desired Ford Motor Company Revision Date: July 30, 2013 Page 168 of 261

169 Fuel Rail Pressure Control (CSER) While not used in this first GTDI application, it is possible that during catalyst heating (CSSER) the fuel injection timing may be unique to this mode. In future cases, a two squirt injection may be used. One of those injection squirts would occur during the compression stroke. Compression injection is only allowed within a calibrated fuel pressure "window". The P053F detection monitors the time fraction within that fuel pressure window. Fuel Rail Pressure Control (CSER) Functional Check Operation: DTCs Monitor execution Monitor Sequence Sensors/Actuators OK Monitoring Duration P053F (Cold Start Fuel Pressure Control Performance) During CSER P0087 and P0088 must pass before setting P00C6 or P053F FLI, FRP, FVR, VCT system, Lift Pump Entire CSER period Typical Fuel Rail Pressure Control (CSER) Functional Check Entry Conditions: Entry Condition Minimum Maximum Fuel level 15% Typical Fuel Rail Pressure Control (CSER) Functional Check Malfunction Thresholds: Time in Fuel Injection Pressure Window / CSER Duration > 0.70 Fuel Injection Pressure Window defined as follows: Minimum Fuel Pressure to Support Desired Injection Mode <= Fuel Pressure Actual Fuel Pressure Actual <= Maximum Fuel Pressure to Support Desired Injection Mode Ford Motor Company Revision Date: July 30, 2013 Page 169 of 261

170 Electronic Throttle Control The Electronic Throttle Control (ETC) system uses a strategy that delivers engine shaft torque, based on driver demand, utilizing an electronically controlled throttle body. ETC strategy was developed mainly to improve fuel economy. This is possible by decoupling throttle angle (produces engine torque) from pedal position (driver demand). This allows the powertrain control strategy to optimize fuel control and transmission shift schedules while delivering the requested engine or wheel torque. Because safety is a major concern with ETC systems, a complex safety monitor strategy (hardware and software) was developed. The monitor system is distributed across two processors: the main powertrain control processor and a monitoring processor called a Quizzer processor. The primary monitoring function is performed by the Independent Plausibility Check (IPC) software, which resides on the main processor. It is responsible for determining the driver-demanded torque and comparing it to an estimate of the actual torque delivered. If the generated torque exceeds driver demand by specified amount, the IPC takes appropriate mitigating action. Since the IPC and main controls share the same processor, they are subject to a number of potential, commonfailure modes. Therefore, the Quizzer processor was added to redundantly monitor selected PCM inputs and to act as an intelligent watchdog and monitor the performance of the IPC and the main processor. If it determines that the IPC function is impaired in any way, it takes appropriate Failure Mode and Effects Management (FMEM) actions. Ford Motor Company Revision Date: July 30, 2013 Page 170 of 261

171 ETC System Failure Mode and Effects Management: Effect No Effect on Drivability RPM Guard w/ Pedal Follower RPM Guard w/ Default Throttle SLOWE / BOA PCM Reset (Bosch CY320 or Conti ATIC Quizzer hardware only) Failure Mode A loss of redundancy or loss of a non-critical input could result in a fault that does not affect drivability. The Wrench light will turn on, but the throttle control and torque control systems will function normally. In this mode, torque control is disabled due to the loss of a critical sensor or PCM fault. The throttle is controlled in pedal-follower mode as a function of the pedal position sensor input only. A maximum allowed RPM is determined based on pedal position (RPM Guard.) If the actual RPM exceeds this limit, spark and fuel are used to bring the RPM below the limit. The wrench light and the MIL are turned on in this mode and an ETC component causal code is set. EGR, VCT, and IMRC outputs are set to default values. In this mode, the throttle plate control is disabled due to the loss of Throttle Position, the Throttle Plate Position Controller, or other major ETC system fault. A default command is sent to the (e)tppc, or the H-bridge is disabled. Depending on the fault detected, the throttle plate is controlled or springs to the default (limp home) position. A maximum allowed RPM is determined based on pedal position (RPM Guard.) If the actual RPM exceeds this limit, spark and fuel are used to bring the RPM below the limit. The wrench light and the MIL are turned on in this mode and an ETC component causal code is set. EGR, VCT, and IMRC outputs are set to default values. This mode is caused by the loss of 1 or 2 pedal position sensor inputs due to sensor, wiring, or PCM faults. For a single sensor fault, driver demand is rate limited based on input from the remaining good sensor. For a dual sensor fault, driver demand is ramped to a fixed pedal position (high idle RPM) and there is no response to the driver input. If the brake pedal is applied for either a single or dual sensor fault, the engine returns to a normal idle RPM. The wrench light is turned on in this mode, and an accelerator pedal sensor causal code is set. If a significant processor fault is detected, the monitor will attempt to mitigate the fault by forcing a PCM reset. If the fault clears after the reset, then the vehicle will continue running. If the fault persists, then the monitor will force another reset. This will continue until the fault clears or until the PCM exceeds the maximum number of resets allowed. If this occurs, the PCM is held in reset, and the engine does not run. The maximum number of resets allowed depends on the PCM supplier and the type of fault detected. The wrench light and MIL are turned on in this mode, and the appropriate processor P-code will set. Note: The wrench light illuminates or an ETC message is displayed on the message center immediately. The MIL illuminates after 2 driving cycles. Accelerator, Brake and Throttle Position Sensor Inputs On-demand KOEO / KOER Sensor Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P1124 TP A out of self-test range (non-mil) P1575 APP out of self-test range (non-mil) P1703 Brake switch out of self-test range (non-mil) On-demand None not applicable < 1 seconds to register a malfunction Ford Motor Company Revision Date: July 30, 2013 Page 171 of 261

172 Accelerator Pedal Position Sensor Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P2122, P2123 APP D circuit continuity (wrench light, non-mil) P2127, P2128 APP E circuit continuity (wrench light, non-mil) P2138 APP D/E circuit disagreement (wrench light, non-mil) continuous none not applicable < 1 seconds to register a malfunction APP sensor check malfunction thresholds: Circuit continuity - Voltage < 0.25 volts or voltage > 4.75 volts Range/performance disagreement between sensors > 0.9 degrees For B-car architecture: Circuit continuity Voltage < 0.6 volts or >11.4 volts for PWM input Brake Switch Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0504 Brake switch A/B correlation (wrench light, non-mil) P0572 Brake switch circuit low (wrench light, non-mil) P0573 Brake switch circuit high (wrench light, non-mil) Continuous None not applicable > 25 brake application cycles to register a malfunction Throttle Position Sensor Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0122, P0123 TP A circuit continuity (MIL, wrench light) P0222, P0223 TP B circuit continuity (MIL, wrench light) P2135 TP A / TP B correlation (non-mil, wrench light) Continuous None not applicable < 1 seconds to register a malfunction TP sensor check malfunction thresholds: Circuit continuity - Voltage < 0.25 volts or voltage > 4.75 volts Correlation and range/performance disagreement between sensors > 7 degrees Ford Motor Company Revision Date: July 30, 2013 Page 172 of 261

173 Electronic Throttle Monitor Electronic Throttle Monitor Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration U0300 ETC software version mismatch, IPC, Quizzer or TPPC (MIL, wrench light) P0600 Serial Communication Link (MIL, wrench light) P060A Internal control module monitoring processor performance (MIL, wrench light) P060B Internal control module A/D processing performance (MIL, wrench light) P060C Internal control module main processor performance (MIL, wrench light) P060D Internal control module accelerator pedal performance (non-mil, wrench) P061A Internal control module torque performance (non-mil, wrench light for cruise fault, no wrench light for torque clipping) P061B Internal control module torque calculation performance (MIL, wrench light) P061C Internal control module engine rpm performance (MIL, wrench light) P061D Internal control module engine air mass performance (MIL, wrench light) P061E Internal control module brake signal performance (non-mil, wrench light) P062B Internal control module fuel injector control performance (MIL for Conti PCM only) P062C Internal control module vehicle speed performance (non-mil, wrench light) P164C Internal control module stop/start performance (non-mil, wrench light) P1674 Internal control module software corrupted (MIL, wrench light P26C4 Internal control module clutch pedal performance (non-mil) U1013 Transmission control module secure net error (non-mil) Continuous None not applicable < 1 seconds to register a malfunction Ford Motor Company Revision Date: July 30, 2013 Page 173 of 261

174 Throttle Plate Position Controller (TPPC) Outputs The purpose of the TPPC is to control the throttle position to the desired throttle angle. The current ETC systems have the etppc function integrated in the main PCM processor. The desired angle is relative to the hard-stop angle. The hard-stop angle is learned during each key-up process before the main CPU requests the throttle plate to be closed against the hard-stop. The output of the (e)tppc is a voltage request to the H-driver (also in PCM). The H driver is capable of positive or negative voltage to the Electronic Throttle Body Motor. Throttle Plate Controller and Actuator Operation: DTCs Monitor execution Monitor Sequence Monitoring Duration P2107 processor test (MIL, wrench light) P2111 throttle actuator system stuck open (MIL, wrench light) P2112 throttle actuator system stuck closed (MIL, wrench light) P2101 throttle actuator range/performance test (MIL, wrench light) P115E throttle actuator airflow trim at max limit (non-mil) Continuous None < 5 seconds to register a malfunction Ford Motor Company Revision Date: July 30, 2013 Page 174 of 261

175 Stop Start Stop Start Overview The 2013 MY Fusion will incorporate Stop Start. Stop-Start will automatically turn off the engine when the vehicle is stopped, such as at traffic lights, to avoid fuel waste due to unnecessary engine idle. Upon brake pedal release, the engine will automatically restart offering normal vehicle response. The vehicle may not turn off the engine when stopped depending on customer comfort settings or vehicle conditions. The benefits are improved fuel economy and reduced exhaust emissions. Stop Start affects many components and subsystems in the vehicle as shown in the diagram below. Stop Start Diagnostics Existing diagnostics for the thermostat monitor had to be revised to accommodate stop-start. The ECT model used for the thermostat had to be revised to accommodate engine pull downs. Diagnostics were added for new/improved hardware: Bi-directional crankshaft sensor Electric transmission fluid pump Auxiliary water pump Voltage quality module Brake vacuum sensor Stop-Start button Battery Monitor System Brake Switch Ford Motor Company Revision Date: July 30, 2013 Page 175 of 261

176 Stop Start Enable Conditions: Stop Start is enabled during a normal driving cycle based on the entry conditions listed in the table below: Input Stop-Start Inhibit Conditions Rationale ECT 140 deg F < ECT > 230 deg F Combustion Stability BARO BARO <= 20 in Hg (Altitude <= 10,000 ft) Minimum Air Charge FRP at Idle Fuel Rail Pressure (FRP) at Idle >= 45 Bar Restart Combustion Stability FRP w/engine Off Time Since Key-Start Max Crank Time FRP at engine off >= FRP at Idle with max drop of 5 Bar. If FRP at eng off drops below threshold, request pull-up 10 seconds Max Crank Time should be min of 5 sec below limit to allow a shutdown Restart Combustion Stability Oil Stabilization and Learn Closed Throttle To avoid a possible max crank fault Low Fuel Level fuel level below 15% Avoid starts on empty fuel tank Purge complete Adaptive Fuel Complete Canister Purge Valve no closed before end of pre stop period Adaptive fuel learning not complete Wait for purge to complete before pulling down engine If Adaptive fuel learning is in process, wait for it to complete before pull down Stop Start Disable Conditions: Stop-Start is inhibited if any of the following DTCs are set. This is intended to ensure that starting is not compromised. FVR (P0001, P0003, P0004), Low Pressure Fuel (P008A, P008B), Crank Fuel Pressure (P00C6), VVT (P0010, P0011, P0012, P0013, P0014, P0015, P0016, P0017), AAT (P0072, P0073, P0074), IAT (P00CE), High Pressure Fuel (P0087, P0088), IAT2 (P0096, P0097, P0098), MAF (P0100, P0102, P0103, P1101), MAF/TP (P0068), MAP (P0106, P0107, P0108, P0109), IAT1 (P0111, P0112, P0113, P0114), ECT (P0116, P0117, P0118, P0119), TP1 (P0122, P0123), TP2 (P0222, P0223), Fuel Monitor (P0148, P0171, P0172), LP FP (P018C, P018D), FRP (P0192, P0193), Injectors (P0201, P0202, P0203, P0204), Misfire (P0300, P0301, P0302, P0303, P0304), Fuel Pump (P025A, P025B, P0230, P0231, P0232, P0627, P064A), CMP A (P0340, P0341, P0344), Coils (P0351, P0352, P0353, P0354), CMP B (P0365, P0366, P0369), Idle Speed (P0505, P0506, P0507), Starter (P0615, P06E9, P162F), ETC (P2100, P2101, P2107, P2111, P2112), APP (P2122, P2123, P2127, P2128, P2135, P2138), BARO (P2227, P2228, P2229, P2230), PCV (P2282), Coils (P2300, P2301, P2303, P2304, P2306, P2307, P2309, P2310) Ford Motor Company Revision Date: July 30, 2013 Page 176 of 261

177 Stop Start Customer Interface The 2013 MY Fusion will incorporate Stop Start. Start/stop is enabled for every start as the default condition. It cannot be permanently disabled. Auto Start/stop can be disabled (and re-enabled) by pressing the button on the console, which lights up with the word OFF next to the auto start/stop symbol. This is very similar to how other features, like traction control or backup warning works. If you have the message center displaying the auto start/stop feature messages, it will tell you when you come to a stop that auto start/stop is disabled by the driver. Ford Motor Company Revision Date: July 30, 2013 Page 177 of 261

178 Stop Start Button The stop-start disable button is a momentary contact switch. It is normally open, CAN signal low. Closed (button being pushed) is CAN signal high. The Front Controls Interface Module reads the switch status and sends it over CAN to the PCM. Momentary contact switch FCIM CAN (button 0/1 state) PCM CAN lamp on/off On/Off LED Message Center The PCM looks for a low to high transition to toggle the status of Stop-start from enabled (default state) to disabled. If there is another low to high transition, stop-start will go from disabled to enabled. If the PCM stops receiving data from the FCIM, the PCM sets a U Lost Communication with Front Controls Interface Module "A". If the FCIM detects that the switch is shorted to ground, it sets a B12CB -11 Start/Stop "Eco-Start" Enable Button Circuit Short To Ground. DTC sets if the button is pushed for 4 continuous seconds (8 samples) but will clear it if the fault is not detected any time after that for 500 msec If the FCIM detects that the status indicator is shorted to ground, it sets a B12CA-11 - Start/Stop "Eco-Start" Status Indicator Circuit Short To Ground If the FCIM detects that the status indicator is shorted to battery or open, it sets a B12CA-15 -Start/Stop "Eco-Start" Status Indicator Circuit Short To Battery or Open If the button is stuck open, there are no low to high transitions. Since the PCM does not recognize a button push, stop-start will not be disabled if requested by the customer. All stop-start HMI will continue indicating that stop-start is enabled (e.g. Tell-Tale and IOD). If the button is stuck closed, there are no low to high transitions. Since the PCM does not recognize a button push, stop-start will not be disabled if requested by the customer. All stop-start HMI will indicate that stopstart is enabled (e.g. Tell-Tale and IOD). Comprehensive Component Monitor - Engine Engine Temperature Sensor Inputs Analog inputs such as Intake Air Temperature (P0112, P0113), Engine Coolant Temperature (P0117, P0118), Cylinder Head Temperature (P1289. P1290), Mass Air Flow (P0102, P0103) and Throttle Position (P0122, P0123, P1120), Fuel Temperature (P0182, P0183), Engine Oil Temperature (P0197, P0198), Fuel Rail Pressure (p0192, P0193) are checked for opens, shorts, or rationality by monitoring the analog -to-digital (A/D) input voltage. Ford Motor Company Revision Date: July 30, 2013 Page 178 of 261

179 Engine Coolant Temperature Sensor Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0117 (low input), P0118 (high input) continuous None not applicable 5 seconds to register a malfunction Typical ECT sensor check malfunction thresholds: Voltage < volts or voltage > 4.96 volts The ECT rationality test checks to make sure that ECT is not stuck in a range that causes other OBD to be disabled. If after a long (6 hour) soak, ECT is very high (> 230 o F) and is also much higher than IAT at start, it is assumed that ECT is stuck high. If after a long (6 hour) soak, ECT is stuck midrange between 175 o F (typical thermostat monitor threshold temperature) and 230 o F, it is assumed that ECT is stuck mid range. ECT Sensor Rationality Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration for stuck high Monitoring Duration for stuck midrange P0116 (ECT stuck high or midrange) Once per driving cycle None ECT, CHT, IAT On first valid sample after key on (engine does not have to start) 5 seconds to register a malfunction Typical ECT Sensor Rationality check entry conditions: Entry Condition Minimum Maximum Engine-off time (soak time) 360 min Difference between ECT and IAT (stuck high only) 50 deg Engine Coolant Temperature for stuck high condition 230 o F Engine Coolant Temperature for stuck midrange condition 175 o F 230 o F Typical ECT Sensor Rationality check malfunction thresholds: ECT stuck high after first valid sample OR ECT stuck midrange for > 5 seconds Ford Motor Company Revision Date: July 30, 2013 Page 179 of 261

180 Currently, vehicles use either an ECT sensor or CHT sensor, not both. The CHT sensor measures cylinder head metal temperature as opposed to engine coolant temperature. At lower temperatures, CHT temperature is equivalent to ECT temperature. At higher temperatures, ECT reaches a maximum temperature (dictated by coolant composition and pressure) whereas CHT continues to indicate cylinder head metal temperature. If there is a loss of coolant or air in the cooling system, the CHT sensor will still provides an accurate measure of cylinder head metal temperature. If a vehicle uses a CHT sensor, the PCM software calculates both CHT and ECT values for use by the PCM control and OBD systems. Cylinder Head Temperature Sensor Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P1289 (high input), P1290 (low input), P1299 (fail-safe cooling activated) continuous none not applicable 5 seconds to register a malfunction Typical CHT sensor check malfunction thresholds: Voltage < volts or voltage > 4.96 volts For P1299, MIL illuminates immediately if CHT > 270 o. Fuel shut-off is activated to reduce engine and coolant temperature Beginning in the 2013 MY, an Exhaust Metal Temperature (EMT) sensor has been added to the 2.0L GTDI engine in some vehicles along with an ECT sensor. This EMT sensor is located in the cylinder head near the exhaust port. The signal correlates well to ECT during normal operating conditions with a properly filled and sealed coolant system. However, if the engine coolant system was damaged and coolant was low or lost, the EMT sensor will still sense the actual exhaust metal temperature while the ECT could be sitting in air instead of coolant (reading a much lower temperature). This sensor is used strictly for engine component protection via the PCM s fail-safe cooling algorithm with diagnostics for open and short circuit faults (P1289, P1290) along with the fail-safe cooling fault (P1299). This EMT sensor is actually a CHT sensor that only uses the high range resistor network, hence it uses the CHT Hot End transfer function shown below. Cylinder Head Temperature Sensor Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P1289 (high input), P1290 (low input), P1299 (fail-safe cooling activated) continuous none not applicable 5 seconds to register a malfunction Typical CHT sensor check malfunction thresholds: Voltage < volts or voltage > 4.96 volts For P1299, MIL illuminates immediately if CHT > 270 o. Fuel shut-off is activated to reduce engine and coolant temperature Ford Motor Company Revision Date: July 30, 2013 Page 180 of 261

181 Intake Air Temperature Sensor Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0112 (low input), P0113 (high input) continuous none not applicable 5 seconds to register a malfunction Typical IAT sensor check malfunction thresholds: Voltage < volts or voltage > 4.96 volts Engine Oil Temperature Sensor Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0197 (low input), P0198 (high input) continuous none not applicable 5 seconds to register a malfunction Typical EOT sensor check malfunction thresholds: Voltage < 0.20 volts or voltage > 4.96 volts Ford Motor Company Revision Date: July 30, 2013 Page 181 of 261

182 ECT, IAT, EOT Temperature Sensor Transfer Function Volts A/D counts in PCM Temperature, degrees F Ford Motor Company Revision Date: July 30, 2013 Page 182 of 261

183 The Cylinder Head Temp Sensor uses a switchable input circuit to create two transfer functions for cold and hot range temperatures CHT Temperature Sensor Transfer Function, Cold End Volts A/D counts in PCM Temperature, degrees F CHT Temperature Sensor Transfer Function, Hot End Volts A/D counts in PCM Temperature, degrees F Ford Motor Company Revision Date: July 30, 2013 Page 183 of 261

184 Ford Motor Company Revision Date: July 30, 2013 Page 184 of 261

185 IAT Rationality Test The IAT rationality test determines if the IAT sensor is producing an erroneous temperature indication within the normal range of IAT sensor input. The IAT sensor rationality test is run only once per power-up. The IAT sensor input is compared to the CHT sensor input (ECT sensor input on some applications) at key-on after a long (6 hour) soak. If the IAT sensor input and the CHT (ECT) sensor input agree within a tolerance (+/- 30 deg F), no malfunction is indicated and the test is complete. If the IAT sensor input and the CHT (ECT) sensor input differ by more than the tolerance, the vehicle must be driven over 35 mph for 5 minutes to confirm the fault. This is intended to address noise factors like sun load that can cause the IAT sensor to indicate a much higher temperature than the CHT (ECT) sensor after a long soak. Driving the vehicle attempts to bring the IAT sensor reading within the test tolerance. If the IAT sensor input remains outside of the tolerance after the vehicle drive conditions have been met, the test indicates a malfunction and the test is complete. In addition to the start-up rationality check, an IAT "Out of Range" check is also performed. The test continuously, checks to see if IAT is greater than the IAT Out of Range High threshold, approximately 150 deg F. In order to prevent setting false DTC during extreme ambient or vehicle soak conditions, the same count up/count down timer used for the IAT startup rationality test is used to validate the fault. If IAT is greater than 150 deg F and vehicle speed is greater than ~ 40 mph for 250 seconds then set a P0111. Either the IAT startup rationality test or the IAT Out of Range High test can set a P0111 DTC. The logic is designed so that either fault can trigger a two-in-a-row P0111 MIL, however, both faults must be OK before the P0111 DTC is cleared. Block heater detection results in a no-call. Intake Air Temperature Sensor Range/Performance Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0111 (range/performance) Once per driving cycle, at start-up None ECT/CHT, IAT, VSS Immediate or up to 30 minutes to register a malfunction Typical Intake Air Temperature Sensor Range/Performance Entry Conditions Entry condition Minimum Maximum Engine off (soak) time 6 hours Battery Voltage 11.0 Volts Time since engine start (if driving req'd) 30 min Vehicle speed (if driving req'd) 40 mph Time above minimum vehicle speed (if driving req'd) 5 min IAT - ECT at start (block heater inferred) -30 F -90 F Typical IAT sensor check malfunction thresholds: IAT and ECT/CHT error at start-up > +/-30 deg F Ford Motor Company Revision Date: July 30, 2013 Page 185 of 261

186 Intake Air Temperature Sensor Out of Range High Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0111 (Out of Range High) Continuous None ECT/CHT, IAT, VSS 250 seconds to register a malfunction Typical Intake Air Temperature Sensor Out of Range high Entry Conditions Entry condition Minimum Maximum Engine off (soak) time 6 hours Battery Voltage 11.0 Volts Vehicle speed 40 mph Time above minimum vehicle speed (if driving req'd) 5 min Typical IAT Sensor Out of Range High check malfunction thresholds: IAT > 150 deg F Ford Motor Company Revision Date: July 30, 2013 Page 186 of 261

187 The IAT rationality test employs alternate statistical MIL illumination. This protocol allows up to 6 trips before MIL illumination based on the magnitude of the measured error. The greater the error the fewer number of trips before a DTC will be indicated. In the case of the IAT rationality test the measured error is the difference between the IAT input and the CHT (ECT) input. The error space is divided into bands. Each band represents a range of error. There are two bands for each of; 5 trips to pending DTC, 4 trips to pending DTC, 3 trips to pending DTC, 2 trips to pending DTC and 1 trip to pending DTC. There are two bands for each because there is one band for positive error and one band for negative error of the same magnitude range. Counters are maintained that keep track of how many trips a malfunction has occurred within each band. When a sufficient number of trips with a malfunction has been achieved in any band, a P0111 DTC will be set. If an IAT error, trip to trip, remains just above the IAT-out-of-range error threshold, it will take 6 trips to illuminate the MIL. If the IAT-out-of-range error, trip to trip, is much larger (80 deg F), the MIL will illuminate in the standard 2 trips. Note that immediately after an KAM clear/battery disconnect, the MIL will be set after two trips regardless of the amount the IAT error exceeds the threshold Trip MIL 75 3 Trip MIL 65 4 Trip MIL 50 5 Trip MIL 30 6 Trip MIL IAT - ECT at start 0 No Fault (deg F) Trip MIL Trip MIL Trip MIL Trip MIL Trip MIL No Call Block Heater Ford Motor Company Revision Date: July 30, 2013 Page 187 of 261

188 Fuel Rail Pressure Sensor Fuel Rail Pressure Sensor Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0192 (low input), P0193 (high input) continuous None not applicable 8 seconds to register a malfunction Typical FRP sensor check malfunction thresholds: Voltage < volts or voltage > 4.88 volts Fuel Rail Pressure Sensor Transfer Function FRP volts = [ Vref * ( 4 * Fuel Pressure / 70) ] / 5.00 Volts A/D counts in PCM Pressure, psi The FRP range/performance test checks to make sure that fuel rail pressure can be properly controlled by the electronic returnless fuel system. The FPS sensor is also checked for in-range failures that can be caused by loss of Vref to the sensor. Note that the FRP is referenced to manifold vacuum (via a hose) while the fuel rail pressure sensor is not referenced to manifold vacuum. It uses gage pressure. As a result, a mechanical gage in the fuel rail will display a different pressure than the FPR PID on a scan tool. The scan tool PID will read higher because of manifold vacuum. FRP Range/Performance Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0191 (FRP range/performance), P1090 (stuck in range) Continuous None FRP 8 seconds to register a malfunction Ford Motor Company Revision Date: July 30, 2013 Page 188 of 261

189 Typical FRP Sensor Range/Performance check entry conditions: Entry Condition Minimum Maximum Demand pressure reasonable 35 psig 60 psig Fuel level 15% Typical FRP Range/Performance check malfunction thresholds: Fuel pressure error (demand actual pressure) > 20 psig Typical FRP Sensor Stuck check entry conditions: Entry Condition Minimum Maximum FRP sensor input 0 psig 46 psig FRP input not moving 1 psig / sec Typical FRP Stuck check malfunction thresholds: Fuel pressure error (demand actual pressure) > 5 psig Ford Motor Company Revision Date: July 30, 2013 Page 189 of 261

190 Mass Air Flow Sensor The analog MAF sensor uses a hot wire sensing element to measure the amount of air entering the engine. Air passing over the hot wire causes it to cool. This hot wire is maintained at 200 C (392 F) above the ambient temperature as measured by a constant cold wire. The current required to maintain the temperature of the hot wire is proportional to the mass air flow. The MAF sensor then outputs an analog voltage proportional to the intake air mass. The MAF sensor is located between the air cleaner and the throttle body or inside the air cleaner assembly. Most MAF sensors have integrated bypass technology with an integrated IAT sensor. The hot wire electronic sensing element must be replaced as an assembly. Replacing only the element may change the air flow calibration. For the 2011 MY, some vehicles will use a digital MAF sensor, which outputs a frequency proportional to the intake air mass. MAF Sensor Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration Analog Sensor: P0102 (low input), P0103 (high input) Digital Sensor: P0100 (broken element), P0102 (low input), P0103 (high input) continuous none not applicable 5 seconds to register a malfunction Typical MAF sensor check malfunction thresholds: Analog Sensor: Voltage < volts and engine running or voltage > volts engine rpm < 4,000 rpm Digital Sensor: With engine running, frequency < 750 Hz or frequency = 0 Ford Motor Company Revision Date: July 30, 2013 Page 190 of 261

191 Manifold Absolute Pressure Sensor The MAP (Manifold Absolute Pressure) sensor provides a voltage proportional to the absolute pressure in the intake manifold using a piezo-resistive silicon sensing element. The pressure sensor is typically mounted into a port on the engine intake manifold. In the 2014 MY, some vehicles will be using MAP sensor in place of a MAF sensor for airflow measurement. The MAP sensor is checked for opens, shorts, or out-of-range values by monitoring the analog-to-digital (A/D) input voltage. MAP Sensor Transfer Function Vout=(Vref / 5) * * Pressure (in kpa) ) Volts Pressure, kpa Pressure, Inches Hg MAP Sensor Check Operation DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0107 (low voltage), P0108 (high voltage) continuous None not applicable 5 seconds to register a malfunction MAP electrical check entry conditions: Battery voltage > 11.0 volts Typical MAP sensor check malfunction thresholds: Voltage < 0.19 volts or voltage > 4.88 volts MAF/MAP - TP Rationality Test The MAF or MAP and TP sensors are cross-checked to determine whether the sensor readings are rational and appropriate for the current operating conditions. (P0068) The test uses the calculated load value (LOAD) which can be computed from MAF for a mass air flow system or from MAP for a speed density system. MAF/TP Rationality Check Operation: DTCs P MAP / MAF - Throttle Position Correlation Ford Motor Company Revision Date: July 30, 2013 Page 191 of 261

192 Monitor execution Monitor Sequence Sensors OK Monitoring Duration Continuous None 3 seconds within test entry conditions Typical MAF/TP rationality check entry conditions: Entry Condition Minimum Maximum Engine RPM 550 rpm minimum of 5000 rpm Engine Coolant Temp 150 o F Typical MAF/TP rationality check malfunction thresholds: Load > 60% and TP < 2.4 volts or Load < 30% and TP > 2.4 volts Ford Motor Company Revision Date: July 30, 2013 Page 192 of 261

193 Miscellaneous CPU Tests Loss of Keep Alive Memory (KAM) power (a separate wire feeding the PCM) results is a P1633 DTC and immediate MIL illumination. (Used for those modules that use KAM.) Vehicles that require tire/axle information and VIN to be programmed into the PCM Vehicle ID block (VID) will store a P1639 if the VID block is not programmed or corrupted. P Powertrain Control Module Programming Error indicates that the Vehicle ID block check sum test failed. P Powertrain Control Module Keep Alive Memory (KAM) Error indicates the Keep Alive Memory check sum test failed. (Used for those modules that use KAM.) P Powertrain Control Module Random Access Memory (RAM) Error indicates the Random Access Memory read/write test failed. P Powertrain Control Module Read Only Memory (ROM) Error indicates a Read Only Memory check sum test failed. P Powertrain Control Module Performance indicates incorrect CPU instruction set operation, or excessive CPU resets. P Powertrain Control Module indicates that one or more of the VID Block fields were configured incorrectly. P068A - ECM/PCM Power Relay De-energized - Too Early. This fault indicates that NVRAM write did not complete successfully after the ignition key was turned off, prior to PCM shutdown. P06B8 - Internal Control Module Non-Volatile Random Access Memory (NVRAM) Error indicates Permanent DTC check sum test failed U Lost Communication with Transmission Control Module (for vehicles with standalone TCM) P1934 Lost Vehicle Speed Signal from ABS Module Ford Motor Company Revision Date: July 30, 2013 Page 193 of 261

194 Engine Off Timer Monitor The engine off timer is either implemented in a hardware circuit in the PCM or is obtained via a CAN message from the Body Control Module. If the timer is implemented in the PCM, the following applies: There are two parts to the test. The first part determines that the timer is incrementing during engine off. The test compares ECT prior to shutdown to ECT at key-on. The ECT has cooled down more than 30 deg F and the engine had warmed up to at least 160 deg F prior to shutdown, then an engine off soak has occurred. If the engine off timer indicates a value less than 30 sec, then the engine of timer is not functioning and a P2610 DTC is set. The second part looks at the accuracy of the engine off timer itself. The timer in the satellite chip is allowed to count up for 5 minutes with the engine running and compared to a different clock in the main microprocessor. If the two timers differ by more than 15 sec (5%), a P2610 DTC is set. If engine off time is obtained from the BCM, the following applies. There are multiple parts to the test: The PCM expects to get a CAN message with the engine off time from BCM shortly after start. If the engine off time is not available because of a battery disconnect, the CAN message is set to FFFFh and a U0422 is set (Invalid Data Received from BCM). If the CAN message with engine off time is not available, a P2610 DTC is set and a U0140 is set (Lost Communication with BCM). As above, the next part determines that the timer is incrementing during engine off. The test compares ECT prior to shutdown to ECT at key-on. The ECT has cooled down more than 30 deg F and the engine had warmed up to at least 160 deg F prior to shutdown, then an engine off soak has occurred. If the engine off timer indicates a value less than 30 sec, then the engine of timer is not functioning and a P2610 DTC is set. The last part looks at the accuracy of the engine off timer itself. The timer in the BCM (Global Real Time) is sampled for 5 minutes with the engine running and compared to the clock in the main microprocessor. If the two timers differ by more than 15 sec (5%), a P2610 DTC is set. Engine Off Timer Check Operation: DTCs Monitor execution Monitor Sequence Monitoring Duration P2610 Continuous within entry conditions None Immediately on startup or after 5 minutes Typical Engine Off Timer check malfunction thresholds: Engine off time < 30 seconds after inferred soak Engine off timer accuracy off by > 15 sec. Engine off time CAN message missing at startup Ford Motor Company Revision Date: July 30, 2013 Page 194 of 261

195 5 Volt Sensor Reference Voltage A Check: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P Sensor Reference Voltage "A" Circuit Low P Sensor Reference Voltage "A" Circuit High Continuous None not applicable 5 sec to register a malfunction Typical 5 Volt Sensor Reference Voltage A check entry conditions: Entry Condition Minimum Maximum Ignition "ON" NA NA Typical 5 Volt Sensor Reference Voltage A check malfunction thresholds: P0642 Short to ground (signal voltage): < 4.75 V P0643 Short to battery plus (signal voltage): > 5.25 V 5 Volt Sensor Reference Voltage A/B/C Check: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P06A6 - Sensor Reference Voltage "A" Circuit Range/Performance P06A7 - Sensor Reference Voltage "B" Circuit Range/Performance P06A8 - Sensor Reference Voltage "C" Circuit Range/Performance Continuous None not applicable 0.5 sec to register a malfunction Typical 5 Volt Sensor Reference Voltage A/B/C check entry conditions: Entry Condition Minimum Maximum Ignition "ON" NA NA Typical 5 Volt Sensor Reference Voltage A/B/C check malfunction thresholds: P0646, P0647, P06A8 (used for Bosch Tricore modules) Reference voltage: < 4.7 V or reference voltage: > 5.2 V Ford Motor Company Revision Date: July 30, 2013 Page 195 of 261

196 Central Vehicle Configuration On some applications, the Body Control Module (BCM) transmits VIN, Tire Circumference, Axle Ratio and Cruise Control Configuration (CCC) over the vehicle CAN network to the ECM/PCM as well as to other modules in the vehicle that use this information. Valid data received by the ECM/PCM s stored into NVRAM. This feature is known as Central Vehicle Configuration. CAN messages with this data are sent every time the vehicle is started. If the CAN messages are not received after start, a U0140 (Lost Communication with BCM) DTC is set. Next, the data is checked to ensure that it is in a valid range. If the VIN, tire, axle or CCC are not in a valid range, a U0422 (Invalid Data received from BCM) DTC is set. The system is designed to automatically accept valid VIN, tire, axle and CCC data if only the default data ($FF) is stored. If the default VIN, tire and axle are not replaced with valid data at the vehicle assembly plant or after service, a P0630 (VIN and/or tire/axle not programmed) DTC is set and the MIL is illuminated. Once the PCM has valid VIN, tire, axle and CCC data, and new data is received which does not match the currently stored data, the new data is not stored into NVRAM. If there is a data mismatch, a P160A (Vehicle Options Reconfiguration Error) DTC is set. The new data will not be accepted unless a service tool is used to execute a "learn" command. This allows a service technician to ensure that the vehicle uses the proper configuration data after a BCM or PCM repair. Once a "learn" command is executed, the PCM will accept the next valid VIN, tire, axle and CCC data, store it into NVRAM, and perform and OBD-II code clear which resets all diagnostic data. The flow charts on the following pages describe the process. Look for periodic VIN, Tire/Axle message (only for calibrated features) Are any data items missing? Yes Filter fault, set U0140 DTC, non-mil (Lost Comm w/bcm) Check VIN for non-ascii characters (out of range), Check Tire/Axle and CCC for out of range, Check VIN, Tire/Axle and CCC for $00 for non supported? $11 for not configured? invalid Filter fault, set U0422 DTC, non- MIL (Invalid Data from BCM) valid VIN, Tire/Axle and CCC status determined as: missing, valid or invalid Set appropriate state in fault DID $056C for: valid, not supported, not received, not configured, or out of range Ford Motor Company Revision Date: July 30, 2013 Page 196 of 261

197 No Default VIN (all $FF), tire/axle or CCC stored in slave memory? Yes VIN/Tire Axle/CCC status missing/invalid? Yes Filter fault, set P0630 DTC, MIL (VIN and/or tire/axle not programmed) Store valid VIN/Tire/Axle/CCC in NVRAM (one time only) Reset All OBD diagnostic data for new VIN or Tire/Axle Invalid VIN/Tire/Axle/CCC? Yes Done Valid VIN/Tire/Axle mismatch with values stored NVRAM? Yes Scan tool configuration learning flag set for VIN or Tire/Axle? No Yes Store new valid VIN/Tire/Axle in NVRAM (one time only) Reset all OBD diagnostic data Filter fault, set P160A DTC, non-mil (Vehicle Options Reconfiguration Error) Ford Motor Company Revision Date: July 30, 2013 Page 197 of 261

198 Ignition System Tests New floating point processors no longer use an EDIS chip for ignition signal processing. The crank and cam position signals are now directly processed by the PCM/ECM microprocessor using a special interface called a Time Processing Unit or TPU, or General Purpose Time Array (GPTA), depending on the PCM/ECM. The signals to fire the ignition coil drivers also come from the microprocessor. Historically, Ford has used a 36-1 tooth wheel for crankshaft position (40-1 on a V-10). Many engines still use a 36-1 wheel; however, some new engines are migrating to a 60-2 tooth wheel for crankshaft position. This was done to commonize ignition hardware and allow Ford to use some industry-standard PCM/ECM designs tooth crank wheels are being used on the 2011/2012 MY 2.0L GDI and GTDI engines, 1.6L GTDI engines and the 3.5L TIVCT GTDI engine. Over the years, Ford ignition system have migrated away from Distributorless Ignition Systems (DIS) where a given coil pack fires two spark plugs at the same time (one spark plug fires during the compression stroke, the other spark plug fires during the exhaust stroke). All new engine now use Coil On Plug (COP) systems where there is an ignition coil and a coil driver for each spark plug, thus eliminating the need for secondary spark plug wires and improving reliability. Historically, Ford located the ignition coil drivers within the PCM/ECM, however, some new engines are migrating to coils where the driver is located on the coil itself. This eliminates the high current lines going from the PCM to the coils and again, commonizes ignition hardware to allow Ford to use some industrystandard PCM/ECM designs. The ignition system is checked by monitoring various ignition signals during normal vehicle operation: CKP, the signal from the crankshaft 36-1-or 60-2 tooth wheel. The missing tooth is used to locate the cylinder pair associated with cylinder # 1 The microprocessor also generates the Profile Ignition Pickup (PIP) signal, a 50% duty cycle, square wave signal that has a rising edge at 10 deg BTDC for 36-1 systems and 12 deg BTDC for 60-2 systems. Camshaft Position (CMP), a signal derived from the camshaft to identify the #1 cylinder Coil primary current (driver in module ignition systems). The NOMI signal indicates that the primary side of the coil has achieved the nominal current required for proper firing of the spark plug. This signal is received as a digital signal from the coil drivers to the microprocessor. The coil drivers determine if the current flow to the ignition coil reaches the required current (typically 5.5 Amps for COP, 3.0 to 4.0 Amps for DIS) within a specified time period (typically > 200 microseconds for both COP and DIS). Coil driver circuit current and/or voltage (driver on coil ignition systems). The PCM/ECM coil driver IC checks for out of range current and voltage levels at the coil driver output that would indicate an open or short circuit fault. The fault could be located anywhere in the coil driver circuit: PCM/ECM, wiring harness, coil connector, or the driver circuit on the ignition coil. (Note this does not include the primary side windings. Faults in the primary side windings must be detected by the Misfire Monitor for driver on coil ignition systems). First, several relationships are checked on the CKP signal. The microprocessor looks for the proper number of teeth (35 or 39 or 58) after the missing tooth is recognized; time between teeth too low (< 30 rpm or > 9,000 rpm); or the missing tooth was not where it was expected to be. If an error occurs, the microprocessor shuts off fuel and the ignition coils and attempts to resynchronize itself. It takes on revolution to verify the missing tooth, and another revolution to verify cylinder #1 using the CMP input. Note that if a P0320 or P0322 DTC is set on a vehicle with Electronic Throttle Control, (ETC), the ETC software will also set a P2106. Ford Motor Company Revision Date: July 30, 2013 Page 198 of 261

199 If the proper ratio of CMP events to PIP events is not being maintained (for example, 1 CMP edge for every 8 PIP edges for an 8-cylinder engine), it indicates a missing or noisy CMP signal (P0340). On applications with Variable Cam Timing (VCT), the CMP wheel has five teeth to provide the VCT system with more accurate camshaft control. The microprocessor checks the CMP signal for an intermittent signal by looking for CMP edges where they would not be expected to be. If an intermittent is detected, the VCT system is disabled and a P0344 (CMP Intermittent Bank 1) or P0349 (CMP intermittent Bank 2) is set. Finally, for driver in module ignition systems, the relationship between NOMI events and PIP events is evaluated. If there is not an NOMI signal for every PIP edge (commanded spark event), the PCM will look for a pattern of failed NOMI events to determine which ignition coil has failed. CKP Ignition System Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0320 Ignition Engine Speed Input Circuit P0322 Ignition Engine Speed Input Circuit No Signal P0339 Crankshaft Position Sensor "A" Circuit Intermittent P0335 Crankshaft Position Sensor "A" Circuit continuous none < 5 seconds Typical CKP ignition check entry conditions: Entry Condition Minimum Maximum Engine RPM for CKP 500 rpm Typical CKP ignition check malfunction thresholds: P0320 or P0339: Incorrect number of teeth after the missing tooth is recognized, time between teeth too low (< 30 rpm or > 9,000 rpm), missing tooth was not where it was expected to be. P0322 or P0335: Camshaft indicates > 1 engine revolution while crankshaft signal missing Ford Motor Company Revision Date: July 30, 2013 Page 199 of 261

200 CMP Ignition System Check Operation: DTCs P Intake Cam Position Circuit, Bank 1 P0344 Intake Cam Position Circuit Intermittent, Bank 1 P Intake Cam Position Circuit, Bank 2 P0349 Intake Cam Position Circuit Intermittent Bank 2 P Exhaust Cam Position Circuit, Bank 1 P0369 Intake Cam Position Circuit Intermittent, Bank 1 P Exhaust Cam Position Circuit, Bank 2 P0394 Exhaust Cam Position Circuit Intermittent Bank 2 Monitor execution continuous Monitor Sequence none Sensors OK Monitoring Duration < 5 seconds Typical CMP ignition check entry conditions: Entry Condition Minimum Maximum Engine RPM for CMP 200 rpm Typical CMP ignition check malfunction thresholds: Ratio of PIP events to CMP events: 4:1, 6:1, 8:1 or 10:1 based on engine cyl. Intermittent CMP signal CMP signal in unexpected location Ford Motor Company Revision Date: July 30, 2013 Page 200 of 261

201 Coil Primary Ignition System Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0351 P0360 (Coil primary) P2300, P2303, P2306, P2309, P2312, P2315, P2318, P2321, P2324, P2327 (Coil driver short circuit low) P2301, P2304, P2307, P2310, P2313, P2316, P2319, P2322, P2325, P2328 (Coil driver short circuit high) P06D1 (Internal control module ignition coil control module performance) Continuous None < 1 seconds Typical Coil primary ignition check entry conditions: Entry Condition Minimum Maximum Engine RPM for coil primary 200 rpm Minimum of 3200 rpm Positive engine torque Positive torque Battery Voltage 11 volts 16 volts Typical Coil primary ignition check malfunction thresholds: P035x (driver in module Ignition systems): Ratio of PIP events to IDM or NOMI events 1:1 P035x, P23xx (driver on coil Ignition systems): Coil driver circuit current and/or voltage out of range of open and short circuit limits. P06D1 (driver on coil Ignition systems): Missing communication from coil driver IC. If an ignition coil primary circuit failure is detected for a single cylinder or coil pair, the fuel injector to that cylinder or cylinder pair will be shut off for 30 seconds to prevent catalyst damage. Up to two cylinders may be disabled at the same time on 6 and 8 cylinder engines and one cylinder is disabled on 4 cylinder engines. After 30 seconds, the injector is re-enabled. If an ignition coil primary circuit failure is again detected, (about 0.10 seconds), the fuel injector will be shut off again and the process will repeat until the fault is no longer present. Note that engine misfire can trigger the same type of fuel injector disablement. Ford Motor Company Revision Date: July 30, 2013 Page 201 of 261

202 Knock Sensor Due to the design of the knock sensor input circuitry, a short to battery, short to ground, or open circuit all result is a low knock signal voltage output. This output voltage is compared to a noise signal threshold (function of engine rpm and load) to determine knock sensor circuit high, circuit low or performance faults. Some PCM/ECM modules use a driver circuit that will periodically and actively test the knock sensor lines for short circuit faults. In these modules, supplemental codes can be set for the short circuit condition. Some PCM/ECM modules use a standalone Knock IC. In these modules, the knock signal processing chip SPI bus is checked for proper communication between the main processor and the chip used as the interface the knock sensor. Knock Sensor Check Operation DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0325 Knock Sensor 1 Circuit P0330 Knock Sensor 2 Circuit P0327 Knock Sensor 1 Circuit Low P0328 Knock Sensor 1 Circuit High P0332 Knock Sensor 2 Circuit Low P0333 Knock Sensor 2 Circuit High P06B6 Lost Comm with Knock IC Chip Continuous within entry conditions None Not in failsafe cooling mode 2.5 seconds Typical Knock Sensor check entry conditions: Entry Condition Minimum Maximum Time since engine start (function of ECT) 60 to 20 sec Engine Coolant Temperature 140 F Engine load 35% Engine speed 1500 rpm 6000 rpm Typical Knock Sensor functional check malfunction thresholds: P0325 & P0330 Knock signal too low (function of engine speed): < 30 to 150 A/D counts (out of 255) P0327, P0332 (used only for PCM/ECM with corresponding diagnostic circuit) Voltage level from active knock sensor circuit probe below limit P0328, P0333 (used only for PCM/ECM with corresponding diagnostic circuit) Voltage level from active knock sensor circuit probe above limit) P06B6 (used only for PCM/ECM with standalone Knock IC) Cylinder events with missing communication from Knock IC > 200 Ford Motor Company Revision Date: July 30, 2013 Page 202 of 261

203 Engine Outputs The Idle Air Control (IAC) solenoid is checked electrically for open and shorts (P0511) and is functionally checked by monitoring the closed loop idle speed correction required to maintain the desired idle rpm. If the proper idle rpm cannot be maintained and the system has a high rpm (+200) or low rpm error (-100) greater than the malfunction threshold, an IAC malfunction is indicated. (P0507, P0506) IAC Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0511 (opens/shorts) P0507 (functional - overspeed) P0506 (functional - underspeed) once per driving cycle None 15 seconds Typical IAC functional check entry conditions: Entry Condition Minimum Maximum Engine Coolant Temp 150 o F Time since engine start-up 30 seconds Closed loop fuel Yes Throttle Position (at idle, closed throttle, no dashpot) Closed Closed Typical IAC functional check malfunction thresholds: For underspeed error: Actual rpm 100 rpm below target, closed-loop IAC correction > 1 lb/min For overspeed error: Actual rpm 200 rpm above target, closed-loop IAC correction <.2 lb/min The PCM monitors the "smart" driver fault status bit that indicates either an open circuit, short to power or short to ground. Injector Check Operation: DTCs Monitor execution Monitor Sequence Monitoring Duration P0201 through P0210 (opens/shorts) Continuous within entry conditions None 5 seconds Typical injector circuit check entry conditions: Entry Condition Minimum Maximum Battery Voltage 11.0 volts Ford Motor Company Revision Date: July 30, 2013 Page 203 of 261

204 Electronic Returnless Fuel System Electronic Returnless Fuel Systems (ERFS) utilize a Fuel Pump Driver Module (FPDM) to control fuel pressure. The PCM uses a Fuel Rail Pressure Sensor (FRP) for feedback. The PCM outputs a duty cycle to the FPDM to maintain the desired fuel rail pressure. During normal operation, the PCM will output a FP duty cycle from 5% to 51%. The FPDM will run the fuel pump at twice this duty cycle, e.g. if the PCM outputs a 42% duty cycle, the FPDM will run the fuel pump at 84%. If the PCM outputs a 75% duty cycle, the FPDM will turn off the fuel pump. The FPDM returns a duty cycled diagnostic signal back to the PCM on the Fuel Pump Monitor (FPM) circuit to indicate if there are any faults in the FPDM. If the FPDM does not out any diagnostic signal, (0 or 100% duty cycle), the PCM sets a P1233 DTC. This DTC is set if the FPDM loses power. This can also occur if the Inertia Fuel Switch is tripped. If the FPDM outputs a 25% duty cycle, it means that the fuel pump control duty cycle is out of range. This may occurs if the FPDM does not receive a valid control duty cycle signal from the PCM. The FPDM will default to 100% duty cycle on the fuel pump control output. The PCM sets a P1235 DTC. If the FPDM outputs a 75% duty cycle, it means that the FPDM has detected an open or short on the fuel pump control circuit. The PCM sets a P1237 DTC. If the FPDM outputs a 50% duty cycle, the FPDM is functioning normally. Fuel Pump Driver Module Check Operation: DTCs Monitor execution Monitor Sequence Monitoring Duration P1233 FPDM disabled of offline P1235 Fuel pump control out of range P1237 Fuel pump secondary circuit Continuous, voltage > 11.0 volts None 3 seconds Ford Motor Company Revision Date: July 30, 2013 Page 204 of 261

205 Mechanical Returnless Fuel System (MRFS) Single Speed An output signal from the PCM is used to control the electric fuel pump. The PCM grounds the FP circuit, which is connected to the coil of the fuel pump relay. This energizes the coil and closes the contacts of the relay, sending B+ through the FP PWR circuit to the electric fuel pump. When the ignition is turned on, the electric fuel pump runs for about 1 second and is turned off by the PCM if engine rotation is not detected. The FPM circuit is spliced into the fuel pump power (FP PWR) circuit and is used by the PCM for diagnostic purposes. With the fuel pump on and the FPM circuit high, the PCM can verify the FP PWR circuit from the fuel pump relay to the FPM splice is complete. It can also verify the fuel pump relay contacts are closed and there is a B+ supply to the fuel pump relay. Mechanical Returnless Fuel System (MRFS) Dual Speed The FP signal is a duty cycle command sent from the PCM to the fuel pump control module. The fuel pump control module uses the FP command to operate the fuel pump at the speed requested by the PCM or to turn the fuel pump off. A valid duty cycle to command the fuel pump on, is in the range of 15-47%. The fuel pump control module doubles the received duty cycle and provides this voltage to the fuel pump as a percent of the battery voltage. When the ignition is turned on, the fuel pump runs for about 1 second and is requested off by the PCM if engine rotation is not detected. FUEL PUMP DUTY CYCLE OUTPUT FROM PCM FP Duty Cycle PCM Status Fuel Pump Control Module Actions Command 0-15% Invalid off duty cycle The fuel pump control module sends a 20% duty cycle signal on the fuel pump monitor (FPM) circuit. The fuel pump is off. 37% Normal low speed operation. The fuel pump control module operates the fuel pump at the speed requested. The fuel pump control module sends a 60% duty cycle signal on FPM circuit. 47% Normal high speed operation. The fuel pump control module operates the fuel pump at the speed requested. The fuel pump control module sends a 60% duty cycle signal on FPM circuit % Invalid on duty cycle. The fuel pump control module sends a 20% duty cycle signal on the FPM circuit. The fuel pump is off % Valid off duty cycle The fuel pump control module sends a 60% duty cycle signal on FPM circuit. The fuel pump is off % Invalid on duty cycle. The fuel pump control module sends a 20% duty cycle signal on the FPM circuit. The fuel pump is off. The fuel pump control module communicates diagnostic information to the PCM through the FPM circuit. This information is sent by the fuel pump control module as a duty cycle signal. The 4 duty cycle signals that may be sent are listed in the following table. FUEL PUMP CONTROL MODULE DUTY CYCLE SIGNALS Duty Cycle Comments 20% This duty cycle indicates the fuel pump control module is receiving an invalid duty cycle from the PCM. 40% For vehicles with event notification signal, this duty cycle indicates the fuel pump control module is receiving an invalid event notification signal from the RCM. For vehicles without event notification signal, this duty cycle indicates the fuel pump control module is functioning normally. 60% For vehicles with event notification signal, this duty cycle indicates the fuel pump control module is functioning normally. 80% This duty cycle indicates the fuel pump control module is detecting a concern with the secondary circuits. Ford Motor Company Revision Date: July 30, 2013 Page 205 of 261

206 MRFS Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P025A Fuel Pump Control Circuit (opens/shorts) P025B Invalid Fuel Pump Control Data (20% duty cycle from FPM) P0627 Fuel Pump Secondary Circuit (80% duty cycle from PFM) U2010B Fuel Pump Disabled Circuit (40% duty cycle from FPM) U0109 Loss of Communication with Fuel Pump Module once per driving cycle None 2 seconds Typical MRFS check entry conditions: Entry Condition Minimum Maximum Battery Voltage 11 volts Typical MRFS check malfunction thresholds: P025A FP output driver indicates fault P025B, P0627, U210B Fuel Pump Monitor duty cycle feedback of 20, 40 or 80% U0191 No Fuel Pump Monitor duty cycle feedback Ford Motor Company Revision Date: July 30, 2013 Page 206 of 261

207 There are several different styles of hardware used to control airflow within the engine air intake system. In general, the devices are defined based on whether they control in-cylinder motion (charge motion) or manifold dynamics (tuning). Systems designed to control charge motion are defined to be Intake Manifold Runner Controls. IMRC systems generally have to modify spark when the systems are active because altering the charge motion affects the burn rate within the cylinder. Systems designed to control intake manifold dynamics or tuning are defined to be Intake Manifold Tuning Valves. IMTV systems generally do not require any changes to spark or air/fuel ratio because these systems only alter the amount of airflow entering the engine. Intake Manifold Runner Control Systems The Intake Manifold Runner Control (IMRC) consists of a remote mounted, electrically motorized actuator with an attaching cable for each housing on each bank. Some applications will use one cable for both banks. The cable or linkage attaches to the housing butterfly plate levers. (The Focus IMRC uses a motorized actuator mounted directly to a single housing without the use of a cable.) The IMRC housing is an aluminum casting with two intake air passages for each cylinder. One passage is always open and the other is opened and closed with a butterfly valve plate. The housing uses a return spring to hold the butterfly valve plates closed. The motorized actuator houses an internal switch or switches, depending on the application, to provide feedback to the PCM indicating cable and butterfly valve plate position. Below approximately 3000 rpm, the motorized actuator will not be energized. This will allow the cable to fully extend and the butterfly valve plates to remain closed. Above approximately 3000 rpm, the motorized actuator will be energized. The attaching cable will pull the butterfly valve plates into the open position. (Some vehicles will activate the IMRC near 1500 rpm.) The Intake Manifold Swirl Control used on the 2.3L Ranger consists of a manifold mounted vacuum actuator and a PCM controlled electric solenoid. The linkage from the actuator attaches to the manifold butterfly plate lever. The IMSC actuator and manifold are composite/plastic with a single intake air passage for each cylinder. The passage has a butterfly valve plate that blocks 60% of the opening when actuated, leaving the top of the passage open to generate turbulence. The housing uses a return spring to hold the butterfly valve plates open. The vacuum actuator houses an internal monitor circuit to provide feedback to the PCM indicating butterfly valve plate position. Below approximately 3000 rpm, the vacuum solenoid will be energized. This will allow manifold vacuum to be applied and the butterfly valve plates to remain closed. Above approximately 3000 rpm, the vacuum solenoid will be de-energized. This will allow vacuum to vent from the actuator and the butterfly valve plates to open. IMRC System Check Operation: DTCs P IMRC input switch electrical check, Bank 1 P IMRC output electrical check P IMRC stuck open, electric operated P2004 IMRC stuck open, vacuum operated, Bank 1 P2005 IMRC stuck open, vacuum operated, Bank 2 P2006 IMRC stuck closed, electric operated Monitor execution Continuous, after ECT > 40 deg F Monitor Sequence None Sensors OK Monitoring Duration 5 seconds Ford Motor Company Revision Date: July 30, 2013 Page 207 of 261

208 Typical IMRC functional check malfunction thresholds IMRC plates do not match commanded position (functional) IMRC switches open/shorted (electrical) Intake Manifold Tuning Valve Systems The intake manifold tuning valve (IMTV) is a motorized actuated unit mounted directly to the intake manifold. The IMTV actuator controls a shutter device attached to the actuator shaft. There is no monitor input to the PCM with this system to indicate shutter position. The motorized IMTV unit will not be energized below approximately 2600 rpm or higher on some vehicles. The shutter will be in the closed position not allowing airflow blend to occur in the intake manifold. Above approximately 2600 rpm or higher, the motorized unit will be energized. The motorized unit will be commanded on by the PCM initially at a 100 percent duty cycle to move the shutter to the open position and then falling to approximately 50 percent to continue to hold the shutter open. IMTV Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P1549 or P IMTV output electrical check (does not illuminate MIL) continuous None 5 seconds Ford Motor Company Revision Date: July 30, 2013 Page 208 of 261

209 Engine Cooling System Outputs The engine cooling system may contain multiple control valves for improving fluid warm-up rates of both the engine and transmission. These valves are PCM controlled and primarily used for thermal control of engine metal and transmission fluid temperatures by diverting engine coolant to the appropriate component. These digital outputs include an engine coolant bypass valve (CBV), a heater core shut-off valve (HCSO), an active transmission heating valve (ATWU-H), and an active transmission cooling valve (ATWU-C) C L GTDI Proposed Powertrain Cooling Coolant Schematic Powertrain Cooling Coolant Schematic Valves in De-energized, vehicle off position Engine Block Cylinder Head Water Outlet Turbo Bypass Shutoff Radiator Sub Cool Zone Trans Warming Valve FOH Pump After run pump Rad Vent Trans Cooling Valve FOH FEAD Pump Degas Bottle TOC Heater Core Engine Oil Cooler Heater Shutoff T stat Housing Tstat Element The Coolant Bypass Valve is normally closed (de-energized) forcing all of the engine coolant through the radiator to provide maximum cooling of the engine and components when the thermostat is open. When opened, a portion of the engine coolant bypasses the radiator providing for coolant pressure and flow control. The Heater Core Shut Off valve has a single purpose which is to limit coolant flow for fast engine warm-up. The ATWU-C valve will transfer engine coolant from the sub-radiator to the Transmission Oil Cooler (TOC) when energized, resulting in a heat transfer from the transmission into the engine coolant (over-temperature control of the transmission). The ATWU-H valve is used to provide hot engine coolant to the TOC to improve transmission fluid temperature control. Ford Motor Company Revision Date: July 30, 2013 Page 209 of 261

210 The Coolant Bypass Valve output circuit is checked for opens and shorts (P26B7). Coolant Bypass Valve Solenoid Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P26B7 Coolant Bypass Valve Solenoid Circuit continuous None not applicable 5 seconds Typical Coolant Bypass Valve Solenoid check malfunction thresholds: P26B7 (Coolant Bypass Valve Solenoid Circuit): open/shorted The Heater Core Shut-Off Valve output circuit is checked for opens and shorts (P26BD). Heater Core Shut-Off Valve Solenoid Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P26BD Heater Core Shut-Off Valve Solenoid Circuit continuous None not applicable 5 seconds Typical Heater Core Shut-Off Valve Solenoid check malfunction thresholds: P26BD (Heater Core Shut-Off Valve Solenoid Circuit): open/shorted Ford Motor Company Revision Date: July 30, 2013 Page 210 of 261

211 The Active Transmission Heating Valve output circuit is checked for opens and shorts (P2681). Active Transmission Heating Valve Solenoid Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P2681 Active Transmission Heating Valve Solenoid Circuit continuous None not applicable 5 seconds Typical Active Transmission Heating Valve Solenoid check malfunction thresholds: P26B7 (Active Transmission Heating Valve Solenoid Circuit): open/shorted The Active Transmission Cooling Valve output circuit is checked for opens and shorts (P26AC). Active Transmission Cooling Valve Solenoid Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P26AC Active Transmission Cooling Valve Solenoid Circuit continuous None not applicable 5 seconds Typical Active Transmission Cooling Valve Solenoid check malfunction thresholds: P26AC (Active Transmission Cooling Valve Solenoid Circuit): open/shorted Ford Motor Company Revision Date: July 30, 2013 Page 211 of 261

212 Auxiliary Coolant System Pumps Some engines will include an auxiliary coolant system pump that is PCM controlled. This is a second cooling pump in the main cooling loop. It is a low power electrically controlled pump which is used to provide engine coolant flow under conditions when the engine is not running and the main mechanical cooling pump is inactive. These auxiliary pumps can be used for two primary purposes: 1) to provide coolant flow through the cabin heat exchanger (heater core) which generates heat for the vehicle cabin (stop/start equipped vehicles), and 2) to provide coolant flow to engine components for the purposes of component protection after the engine is shut-off. On turbo equipped vehicles, engine coolant is used to cool the turbo system bearings resulting in a thermal transfer of heat into the coolant. After-run coolant flow may be required to prevent localized coolant boiling that can damage some cooling system components (particularly the degas bottle). The auxiliary cooling pump diagnostics include circuit checks for Open (P2600), short-to-power (P2603), short-toground (P2602), and a functional performance check (P2601). Auxiliary Cooling System Pump Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P2600 Coolant Pump A Control Circuit/Open P2601 Coolant Pump A Control Performance/Stuck Off P2602 Coolant Pump A Control Circuit Low P2603 Coolant Pump A Control Circuit High continuous None not applicable 5 seconds Typical auxiliary cooling system pump circuit check entry conditions: Entry Condition Minimum Maximum Battery Voltage 11.0 volts Ford Motor Company Revision Date: July 30, 2013 Page 212 of 261

213 Comprehensive Component Monitor - Transmission General The MIL is illuminated for all emissions related electrical component malfunctions. For malfunctions attributable to a mechanical component (such as a clutch, gear, band, valve, etc.), some transmissions are capable of not commanding the mechanically failed component and providing the remaining maximum functionality (functionality is reassessed on each power up)- in such case a non-mil Diagnostic Trouble Code (DTC) will be stored and, if so equipped, a Transmission Control Indicator Light (TCIL) will flash. Transmission Inputs Transmission Range Sensor Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0705 invalid pattern for digital TRS P0706 Out of range signal frequency for PWM TRS P0707 Signal out of range low for PWM TRS P0708 Open circuit for digital TRS or signal out of range high for PWM TRS Continuous None Up to 30 seconds for pattern recognition, 5 seconds for analog faults Typical TRS check entry conditions: Auto Transmission Entry Conditions Minimum Maximum Gear selector position each position for up to 30 seconds 480 seconds Typical TRS malfunction thresholds: Digital TRS: Invalid pattern from 3 or 5 digital inputs and/or 1 analog circuit open for 5 seconds 4-bit digital TRS: Invalid pattern for 200 ms Analog TRS: Voltage > 4.8 volts or < 0.2 volts for 5 seconds Dual analog TRS: Voltage > 4.84 volts or < volts for 200 ms or Sum of both inputs is outside the range of 5.0 volts +/ volts for 200 ms PWM TRS: Frequency > 175 Hz or < 100 Hz, Duty Cycle > 90% or < 10% Ford Motor Company Revision Date: July 30, 2013 Page 213 of 261

214 Most vehicle applications no longer have a standalone vehicle speed sensor input. The PCM sometimes obtains vehicle speed information from another module on the vehicle, i.e. ABS module. In most cases, however, vehicle speed is calculated in the PCM by using the transmission output shaft speed sensor signal and applying a conversion factor for axle ratio and tire programmed into the Vehicle ID block. A Vehicle Speed Output pin on the PCM provides the rest of the vehicle with the standard 8,000 pulses/mile signal. Note: If the Vehicle ID block has not been programmed or has been programmed with an out-of-range (uncertified) tire/axle ratio, a P1639 DTC will be stored and the MIL will be illuminated immediately. Vehicle Speed Sensor Functional Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0500 VSS circuit Continuous None 30 seconds Typical VSS functional check entry conditions: Auto Transmission Entry Conditions Minimum Maximum Gear selector position drive Engine rpm (above converter stall speed) OR 3000 rpm Turbine shaft rpm (if available) OR 1500 rpm Output shaft rpm 650 rpm Vehicle speed (if available) 15 mph Manual Transmission Entry Conditions Engine load 50 % Engine rpm 2400 rpm Typical VSS functional check malfunction thresholds: Vehicle is inferred to be moving with positive driving torque and VSS is < 1-5 mph for 5 seconds Ford Motor Company Revision Date: July 30, 2013 Page 214 of 261

215 Output Shaft Speed Sensor Functional Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0720 OSS circuit P0721 OSS range/performance -F-21, 6HP26 P0722 OSS no signal P0723 OSS intermittent/erratic 6HP26 Continuous None TSS, Wheel Speed 30 seconds Typical OSS functional check entry conditions: Auto Transmission Entry Conditions Minimum Maximum Gear selector position Engine rpm (above converter stall speed) OR Primary Pulley Speed (CFT30) OR Turbine shaft rpm (if available) OR Output shaft rpm Vehicle speed (if available) drive 3000 rpm 400 rpm 1500 rpm rpm mph Typical OSS functional check malfunction thresholds: Circuit/no signal - vehicle is inferred to be moving with positive driving torque and OSS < 100 to 200 rpm for 5 to 30 seconds 6HP26 Circuit/no signal: open or short circuit for > 0.6 seconds 6HP Range/Performance: > 200 rpm difference between OSS and wheel speed and > 250 rpm difference between OSS and input shaft speed F21 Range/Performance: TSS, ABS wheel speed and engine rpm correlate properly, but OSS error is greater than 15% for 10 seconds CFT30 Range/Performance: ABS wheel speed indicates a 6.24 mph difference with OSS calculated wheel speed 6HP26 Intermittent/Erratic: > rpm instantaneous change with locked torque converter clutch CFT30 Intermittent/Erratic: > 6000 rpm/sec change Ford Motor Company Revision Date: July 30, 2013 Page 215 of 261

216 Intermediate Shaft Speed Sensor Functional Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0791 ISS circuit Continuous None 30 seconds Typical ISS functional check entry conditions: Auto Transmission Entry Conditions Minimum Maximum Gear selector position Engine rpm (above converter stall speed) OR Turbine shaft rpm (if available) OR Output shaft rpm Vehicle speed (if available) drive 3000 rpm 1500 rpm 650 rpm 15 mph Typical ISS functional check malfunction thresholds: Vehicle is inferred to be moving with positive driving torque and ISS < 250 rpm for 5 seconds Ford Motor Company Revision Date: July 30, 2013 Page 216 of 261

217 Turbine Shaft Speed Sensor Functional Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0715 TSS circuit / no signal P0718 TSS erratic signal Continuous None OSS, Wheel Speed 30 seconds Typical TSS functional check entry conditions: Auto Transmission Entry Conditions Minimum Maximum Gear selector position Engine rpm (above converter stall speed) OR Output shaft rpm OR Vehicle speed (if available) Forward range 3000 rpm rpm mph Typical TSS functional check malfunction thresholds: Circuit/no signal - vehicle is inferred to be moving with positive driving torque and TSS < 200 rpm for 5 30 seconds Erratic signal observe 200 turbine speed spikes > 400 rpm with no more than 1.5 seconds between spikes Ford Motor Company Revision Date: July 30, 2013 Page 217 of 261

218 Transmission Fluid Temperature Sensor Functional Check Operation: DTCs (non-mil) Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0711 in range failure P0712 short to ground P0713 open circuit continuous none ECT substituted if TFT has malfunction TFT inferred from pressure solenoids on CFT30 5 seconds for electrical, 600 seconds for functional check Typical TFT Stuck Low/High check entry conditions: Auto Transmission Entry Conditions Minimum Maximum Engine Coolant Temp (hot or cold, not midrange) > 100 o F < 20 o F Time in run mode Time in gear, vehicle moving, positive torque Vehicle Speed Time with engine off (cold start) OR Engine Coolant Temp AND Trans Fluid Temp (inferred cold start) sec 150 sec 15 mph 420 min 122 o F Typical TFT malfunction thresholds: Opens/shorts: TFT voltage <0.05 or > 4.6 volts for 5 12 seconds TFT Stuck low/high, i.e. TFT stuck at high temperature or stuck at low temperature): Stores a fault code if TFT stabilizes (stops increasing if temperature < 70 deg F, stops decreasing if temperature > 225 deg F) before reaching the temperature region where all MIL tests are enabled (70 to 225 deg F). If TFT remains constant (+/- 2 deg F) for approximately 2.5 minutes of vehicle driving outside the 70 to 225 deg F zone a P0711 fault code will be stored. Old logic used to indicate a "pass" for a single delta, and not test until the normal operating region ( deg F) was reached. Ford Motor Company Revision Date: July 30, 2013 Page 218 of 261

219 Transmission Outputs Shift Solenoid Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration SS A - P open circuit, P0751 functionally failed off P0752 functionally failed on P0973 short to ground P shorts to power P1714 ISIG functional (4R70 only, replaces P0751, P0752) SS B - P open circuit P0756 functionally failed off P0757 functionally failed on P0976 short to ground P shorts to power P1715 ISIG functional (4R70 only, replaces P0756, P0757) SS C - P open circuit SS D P0761 functionally failed off P0762 functionally failed on P0979 short to ground P shorts to power P open circuit P0766 functionally failed off P0767 functionally failed on P0982 short to ground P shorts to power SS E - P open circuit P0771 functionally failed off P0772 functionally failed on P0985 short to ground P shorts to power electrical - continuous, functional - during off to on solenoid transitions None 0.5 to 5 seconds for electrical checks, 10 solenoid events for functional check Ford Motor Company Revision Date: July 30, 2013 Page 219 of 261

220 Typical Shift Solenoid ISIG functional check entry conditions: Entry Conditions Minimum Maximum Transmission Fluid Temp 70 o F 225 o F Throttle position positive drive torque (actual TP varies) Typical Shift Solenoid mechanical functional check entry conditions: Entry Conditions (with turbine speed) Minimum Maximum Gear ratio calculated Throttle position each gear positive drive torque Typical Shift Solenoid mechanical functional check entry conditions: Entry Conditions (without turbine speed) Minimum Maximum Rpm drop is obtained Throttle position each shift positive drive torque Typical Shift Solenoid malfunction thresholds: Electrical circuit check: Output driver feedback circuit does not match commanded driver state for seconds Electrical current check: Feedback current out of range for 0.5 seconds ISIG functional check: ISIG chip hardware circuit does not detect characteristic current dip and rise produced by solenoid movement. Mechanical functional check: Actual obtained gear or shift pattern indicates which shift solenoid is stuck on or off. Ford Motor Company Revision Date: July 30, 2013 Page 220 of 261

221 Gear Ratio Check Operation: DTCs P0731 incorrect gear 1 ratio P0732 incorrect gear 2 ratio P0733 incorrect gear 3 ratio P0734 incorrect gear 4 ratio P0735 incorrect gear 5 ratio P0729 incorrect gear 6 ratio P0736 incorrect reverse ratio Monitor execution Monitor Sequence Sensors OK Monitoring Duration Continuous, in each gear None TSS, OSS, wheel speed 12 seconds Typical Forward Gear Ratio check entry conditions: Entry Conditions Minimum Maximum Gear selector position forward range, > 8 seconds Engine Torque 100 NM Throttle position 10% Not shifting > 0.5 seconds Engine/input Speed 550 rpm Output Shaft Speed 250 rpm 1350 rpm Typical Neutral Gear Ratio check entry conditions: Entry Conditions Minimum Maximum Gear selector position Absolute value of Engine rpm Turbine rpm Output Shaft Speed forward range, > 1 second 150 rpm 500 rpm Typical Gear Ratio malfunction thresholds: Forward gear check: > 30 error in commanded ratio for > 1.8 seconds that repeats 3 times Ford Motor Company Revision Date: July 30, 2013 Page 221 of 261

222 Torque Converter Clutch Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0740 open circuit P0742 short to ground P0744 short to power P0741 functionally stuck off P2758 functionally stuck on P1740 Inductive signature (4R70 only, replaces P0741 / P2758) electrical - continuous, mechanical - during lockup None TSS, OSS Electrical 5 seconds, Functional - 5 lock-up events Typical TCC ISIG functional check entry conditions: Entry Conditions Minimum Maximum Transmission Fluid Temp 70 o F 225 o F Engine Torque positive drive torque Commanded TCC duty cycle for 0 rpm slip 60% 90% Typical TCC mechanical functional check stuck off entry conditions: Entry Conditions Minimum Maximum Throttle Position steady Engine Torque positive drive torque Transmission Fluid Temp 70 o F 225 o F Commanded TCC duty cycle (0 rpm slip) 60% 100% Not shifting Typical TCC malfunction thresholds: Electrical circuit check: Output driver feedback circuit does not match commanded driver state for seconds Electrical current check: Feedback current out of range for 0.5 seconds ISIG functional check: ISIG chip hardware circuit does not detect characteristic current dip and rise produced by solenoid movement. Mechanical check, stuck off: Slip across torque converter > rpm or speed ratio < 0.93 Mechanical check, stuck on: Slip across torque converter < 20 rpm with converter commanded off Mechanical check, stuck on: engine rpm < 100 after drive engagement (engine stall) Ford Motor Company Revision Date: July 30, 2013 Page 222 of 261

223 Pressure Control Solenoid Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P0960 open circuit P0962 short to ground P0963 short to power Continuous none Electrical: 5 seconds, Mechanical functional: up to 30 seconds Typical Pressure Control Solenoid mechanical functional check entry conditions: Entry Conditions Minimum Maximum Gear ratio calculated each gear Transmission Fluid Temperature 70 o F 225 o F Throttle Position positive drive torque Typical Pressure Control Solenoid malfunction thresholds: Electrical circuit check: Output driver feedback circuit does not match commanded driver state for seconds Electrical current check: Feedback current out of range for 0.5 seconds Mechanical functional check: Actual obtained gear pattern indicates Pressure Control solenoid fault Ford Motor Company Revision Date: July 30, 2013 Page 223 of 261

224 Inductive Signature Chip Communication Check Operation: DTCs Monitor execution Monitor Sequence Sensors OK Monitoring Duration P1636 ISIG chip loss of communication off-to-on solenoid transitions none < 100 solenoid events Typical Inductive Signature Chip Communication Check entry conditions: Entry Conditions Minimum Maximum Transmission Fluid Temp 70 o F 225 o F Solenoid commanded off duration < 2 seconds Typical Inductive Signature Communication Chip malfunction thresholds: Checksum error, chip not responding Ford Motor Company Revision Date: July 30, 2013 Page 224 of 261

225 4R75E (RWD) Transmission 4R75E is the replacement for the 4R70W. The 4R75E transmission is essentially a 4R70W with a Turbine Speed Sensor (TSS) Transmission Inputs The Digital Transmission Range (DTR) sensor provides a single analog and three digital inputs to the PCM. The PCM decodes the inputs to determine the driver-selected gear position (Park, Rev, Neutral, OD, 2, 1). This input device is checked for opens and invalid input patterns. (P0708 P0705) The Vehicle Speed Sensor (VSS), Output Shaft Speed (OSS) sensor, and Turbine Speed Sensor (TSS) if equipped, are inputs that are checked for rationality. If the engine rpm is above the torque converter stall speed and engine load is high, it can be inferred that the vehicle must be moving. If there is insufficient output from the VSS sensor, a malfunction is indicated (P0500). If there is insufficient output from the OSS sensor, a malfunction is indicated (P0720). If there is insufficient output from the TSS sensor, a malfunction is indicated (P0715). Transmission Outputs Shift Solenoids The Shift Solenoid (SSA and SSB) output circuits are checked for opens and shorts by the PCM by monitoring the status of a feedback circuit from the output driver (P0750 SSA, P0755 SSB). All vehicle applications will utilize an inductive signature circuit to monitor the shift solenoids functionally. The ISIG circuit monitors the current signature of the shift solenoid as the solenoid is commanded on. A solenoid that functions properly will show a characteristic decrease in current as the solenoid starts to move. If the solenoid is malfunctioning, the current will not change (P1714 SSA, P1715 SSB). The lack of communication between the ISIG chip and the PCM microprocessor is also monitored (P1636). Torque Converter Clutch The Torque Converter Clutch (TCC) output circuit is a duty-cycled output that is checked electrically for opens and shorts by the PCM by monitoring the status of a feedback circuit from the output driver (P0743). All vehicle applications will utilize an inductive signature circuit to monitor the torque converter clutch. The ISIG circuit monitors the current signature of the TCC solenoid as the solenoid is commanded on. A solenoid that functions properly will show a characteristic decrease in current as the solenoid starts to move. If the solenoid is malfunctioning, the current will not change (P1740). In some applications, the ISIG test is run in conjunction with the other transmission functional tests. The lack of communication between the ISIG chip and the PCM microprocessor is also monitored (P1636). Electronic Pressure Control The EPC solenoid is a variable force solenoid that controls line pressure in the transmission. The EPC solenoid has a feedback circuit in the PCM that monitors EPC current. If the current indicates a short to ground (low pressure), engine torque may be reduced to prevent damage to the transmission. (P0962, PCA) Ford Motor Company Revision Date: July 30, 2013 Page 225 of 261

226 5R110W (RWD) Transmission Transmission Inputs Transmission Range Sensor The Non-contacting Pulse Width Modulated Transmission Range Sensor (TRS) provides a duty cycle signal for each position. This signal is transmitted at a frequency of 125 Hz. The PCM decodes the duty cycle to determine the driver-selected gear position (Park, Rev, Neutral, OD, 3, 2, 1). This input device is checked for out of range frequency, low duty cycle and high duty cycle input signals. (P0706, P0707, P0708) Speed Sensors The Turbine Shaft Speed (TSS) sensor, Intermediate Shaft Speed (ISS) sensor and Output Shaft Speed (OSS) sensor, if equipped, are hall effect inputs that are checked for rationality. The vehicle speed signal is provided from the ABS system to the PCM. If the engine rpm is above the torque converter stall speed and engine load is high, it can be inferred that the vehicle must be moving. If there is insufficient output from the VSS sensor, a malfunction is indicated (P0500). If there is insufficient output from the TSS sensor, a malfunction is indicated (P0715). If there is insufficient output from the ISS sensor, a malfunction is indicated (P0791). If there is insufficient output from the OSS sensor, a malfunction is indicated (P0720). Transmission Fluid Temperature 5R110W has a feature called "Cold mode". If TFT is below 0 deg F, the transmission will limit operation to 1 st, 2 nd, 3 rd, and 4 th gears (5 th and 6 th gears are disabled). Cold mode remains in effect until TFT rises above 0 deg F or vehicle operation (based on shift times or heat generated by driving) indicates that TFT should not be in the cold mode range, at which point normal operation is enabled. Direct clutch apply times cold have forced the addition of this cold mode (DC takes excessive times to apply below 10 deg F), and require revisions to TFT failure management if TFT is failed at start up the transmission will be placed in cold mode and remain there until TFT is no longer failed and above 0 deg F or the vehicle operating conditions listed above trigger an exit from cold mode. Once out of cold mode a TFT failure will not trigger cold mode (can only go into cold mode once/power-up); but this mode is new to 5R110W. TFT is monitored for circuit faults (P0712, P0713) and in-range failures (P0711) For this reason all TFT diagnostics illuminate the MIL on 5R110W. Transmission Outputs Shift Solenoids The Shift Solenoid (SSA, SSB, SSC, SSD, and SSE) output circuits are checked for opens and shorts by the PCM by monitoring the status of a feedback circuit from the output driver (SSA P0750, P0973, P0974; SSB P0755, P0976, P0977; SSC P0760, P0979, P0980; SSD P0765, P0982, P0983; SSE P0770, P0985, P0986). The shift solenoids will be tested for function. This is determined by vehicle inputs such as gear command, and gear. Shift solenoid malfunction codes actually cover the entire clutch system (using ratio there is no way to isolate the solenoid from the rest of the clutch system. Diagnostics will isolate the fault into clutch functionally (nonelectrical) failed off (SSA P0751, SSB P0756, SSC P0761, SSD P0766, SSE P0771) and clutch functionally failed on (SSA: P0752, SSB: P0757, SSC: P0762, SSD: P0767, SSE: P0772). These fault codes replace the P2700 level clutch fault codes previously used since the additional information of the failed state of the clutch adds value for service. Ford Motor Company Revision Date: July 30, 2013 Page 226 of 261

227 Torque Converter Clutch The Torque Converter Clutch (TCC) output circuit is a duty-cycled output that is checked electrically for opens and shorts internally in the PCM by monitoring the status of a feedback circuit from the output driver (P0740, P0742, P0744). The TCC solenoid is checked functionally by evaluating torque converter slip under steady state conditions when the torque converter is fully applied. If the slip exceeds the malfunction thresholds when the TCC is commanded on, a TCC malfunction is indicated (P0741). Electronic Pressure Control The EPC solenoid is a variable force solenoid that controls line pressure in the transmission. The EPC solenoid has a feedback circuit in the PCM that monitors EPC current. If the current indicates a short to ground (low pressure), a high side switch will be opened. This switch removes power from all 7 VFSs, providing Park, Reverse, Neutral, and 5M (in all forward ranges) with maximum line pressure based on manual lever position. This solenoid is tested for open (P0960), short to ground (P0962), and short to power (P0963) malfunctions. High Side Switch 5R110W has a high side switch that can be used to remove power from all 7 VFSs simultaneously. If the high side switch is opened, all 7 solenoids will be electrically off, providing Park, Reverse, Neutral, and 5M (in all forward ranges) with maximum line pressure based on manual lever position. The switch is tested for open faults (switch failed closed will provide normal control). If the switch fails, a P0657 fault code will be stored. CAN Communications error The TCM receives critical information from the ECM via CAN. If the CAN link fails, the TCM no longer has torque or engine speed information available the high side switch will be opened. The TCM will store a U0100 fault code if unable to communicate with the TCM. Requirements for Heavy-Duty Engine Testing Beginning in 2005, Ford is introducing a new TorqShift (5R110W) transmission for all HDGE automatic transmission applications. This new transmission uses direct electronic shift control technology (DESC) to actuate transmission mechanisms to achieve the desired gear changes. The DESC architecture requires more extensive monitoring within the PCM of transmission components, speeds, and gear ratios to ensure that the transmission is operating within expected ranges. Without the transmission hardware present during engine dyno testing, the transmission diagnostics will presume a transmission/sensor failure, and default to self-protective operating mode. As in past years, this requires special test procedures to be used during HDGE testing to assure a representative test by simulating key signals typically generated from the transmission system. The methodology used to generate these signals has been modified for the 2005MY. For dynamometer testing on engines using this new transmission, the function of the previously used simulator box is now incorporated as part of the transmission OBD code included in the power-train control module (PCM). The new simulator strategy expands on the old strategy and uses engine rpm, commanded gear, and manual lever position to model transmission control system responses, e.g. representative, scheduled shift points and torque modulation during shifts. The PCM will enter this 'dyno cert' mode if, at start up, the transmission OBD senses that the seven transmission variable force solenoids, the turbine speed sensor, the intermediate speed sensor, and the output speed sensor are all absent. In this mode, transmission diagnostics are disabled, a MIL code is set, and the PCM generates simulated signals that typically come from the transmission. During the running of the transient dyno cycle, the engine follows a set path of normalized engine rpm and normalized torque as prescribed in the regulations. This simulator strategy allows the engine to perform this cycle, with the PCM reacting as if the transmission were present and the vehicle were operating on the road, resulting in representative shift events and torque modulation. These shift events follow the calibrated shift schedule, but require the input of specific transmission signals. These signals include Turbine Shaft Speed (TSS), Intermediate Shaft Speed (ISS), Output Shaft Speed (OSS), and Vehicle Speed (VSS). Since there is no transmission Ford Motor Company Revision Date: July 30, 2013 Page 227 of 261

228 hardware, these signals must be simulated. The model for the simulation strategy is based on fixed mechanical gear ratios of the transmission, scheduled shift points; small losses of efficiency in the torque converter, and approximations of transmission characteristics during transition periods (i.e. shift transition between 1st & 2nd gears). Simulated characteristics during shifts are based on extensive experience with real world transmission and vehicle operation. The initial inputs to the simulator are engine speed and transmission lever position (e.g. park, drive), these signals determine the status of the Torque Converter Clutch, and in turn output the TSS. In park, TSS equals engine rpm. In drive with the engine speed less than an approximate engine speed of 1000 rpm, the TSS equal zero. As the engine accelerates (or decelerates), the model ramps the TSS signal to respond as closely as possible to the way the turbine shaft would respond on the road. The TSS in turn, along with the status of the overdrive gear set, is used to generate the ISS. This is based on the commanded gear, and fixed gear ratios. During shift events, the model ramps the ISS signal between gear ratios. Likewise, ISS is then used, with the status of the simpson gear set, to generate the OSS, based on the fixed gear ratios. OSS is in turn used by the PCM to establish commanded gear. VSS is calculated from the OSS, using tire size and axle ratio. VSS is used within the PCM for vehicle speed limiting and as an entry condition to some of the engine on-board diagnostics. The goal of this new 'simulator' strategy is to ensure proper function of the PCM without transmission hardware. Only the transmission OBD recognizes that the engine is in 'dyno cert' mode, the rest of the transmission control systems react as if the transmission hardware is present and is running normally as it would on the road. Ford Motor Company Revision Date: July 30, 2013 Page 228 of 261

229 6R80 (RWD) Transmission with external PCM or TCM Transmission Control System Architecture Starting in MY 6R80 is transitioning from an internal TCM to an external PCM (gas applications) or TCM (Diesel applications). Main hardware differences: Transmission Range Sensor still 4 bit digital, but the transmission bulkhead connector could not accommodate 4 pins so a micro processor was added to the sensor. This processor converts the 4 bit digital signal into a Pulse Width Modulated (PWM) 125 Hz signal. Module temperature sensor has been deleted. The 6R80 is a 6-speed, step ratio transmission that is controlled by an external PCM (gas engine applications) or TCM (Diesel engine applications). For Diesel the TCM communicates to the Engine Control Module (ECM), ABS Module, Instrument Cluster and Transfer Case Control Module using the high speed CAN communication link. The TCM incorporates a standalone OBD-II system. The TCM independently processes and stores fault codes, freeze frame, supports industry-standard PIDs as well as J1979 Mode 09 CALID and CVN. The TCM does not directly illuminate the MIL, but requests the ECM to do so. The TCM is located outside the transmission assembly. It is not serviceable with the exception of reprogramming. Transmission Inputs Transmission Range Sensor Due to transmission bulkhead connector issues the 4 bit digital TRS used by 6R80 with an internal TCM has been revised. The sensor now contains a micro processor that converts the 4 bit digital signal from into a Pulse Width Modulated (PWM) 125 Hz signal that is then output to the PCM. The sensor outputs a specific duty cycle for each bit pattern, including the invalid bit patterns. TRS is tested for invalid bit pattern (P0705 inferred by the PCM thru the duty cycle), frequency out of range (P0706), duty cycle out of range low (P0707), duty cycle out of range high (P0708). Speed Sensors The Turbine Shaft Speed (TSS) sensor and Output Shaft Speed (OSS) sensor are Hall effect sensors. The Turbine Shaft Speed sensor is monitored for circuit faults and rationality (P0715, P0717). If turbine shaft speed exceeds a maximum calibrated speed (7,700 rpm), a fault is stored (P0716). If engine speed and output shaft speed are high and a gear is engaged, it can be inferred that the vehicle is moving. If there is insufficient output from the TSS sensor a fault is stored (P0716). The Output Shaft Speed sensor is monitored for circuit faults and rationality (P0720, P0722). If output shaft speed exceeds a maximum calibrated speed (7,450 rpm), a fault is stored (P0721). If output shaft speed does not correlate with turbine shaft speed and wheel speed while a gear is engaged and the vehicle is moving, a fault is stored (P0721). If the output shaft speed decreases at an erratic/unreasonable rate, a fault is stored (P0723). Transmission Fluid Temperature The Transmission Fluid Temperature Sensor is checked for open circuit, short circuit to ground, short circuit to power, and in-range failures (P0711, P0712, P0713, P0714). In-range TFT (P0711) is now the Ford standard diagnostic the internal TCM temperature sensor is no longer available to diagnose TFT failures. Transmission Outputs Shift Solenoids 6R80 has 5 shift solenoids: Ford Motor Company Revision Date: July 30, 2013 Page 229 of 261

230 1. SSA a Variable Force Solenoid (VFS) that controls CB1234 (a brake clutch, grounds an element to the case, that is on in 1 st, 2 nd, 3 rd and 4 th gear) 2. SSB a VFS that controls C35R (a rotating clutch on in 3 rd, 5 th and Reverse) 3. SSC a VFS that controls CB26 (a brake clutch on in 2 nd and 6 th gear) 4. SSD a VFS that controls either CBLR (a brake clutch on in 1 st gear with engine braking and Reverse) or C456 (a rotating clutch on in 4 th, 5 th and 6 th gear) 5. SSE an On/Off solenoid that controls the multiplexing of SSD between CBLR and C456. Output circuits are checked for opens, short to ground and short to power faults (codes listed in that order) by the PCM by monitoring the status of a feedback circuit from the output driver (SSA P0750, P0973, P0974; SSB P0755, P0976, P0977; SSC P0760, P0979, P0980; SSD P0765, P0982, P0983; SSE P0770). The shift solenoids are also functional tested for stuck on and stuck off failures. This is determined by vehicle inputs such as gear command, and achieved gear (based on turbine and output speed). In general the shift solenoid malfunction codes actually cover the entire clutch system (solenoid, valves, and the clutch itself) since using ratio there is no way to isolate the solenoid from the rest of the clutch system For SSA thru SSD Diagnostics will isolate the fault into clutch functionally (non-electrical) failed off (SSA P0751, SSB P0756, SSC P0761, SSD P0766) and clutch functionally failed on (SSA: P0752, SSB: P0757, SSC: P0762, SSD: P0767). The On/Off solenoid (SSE) controls the multiplexing of SSD between CBLR and C456 clutches. Using ratio we can determine if the multiplex valve is in the wrong position, but cannot be sure if the failure is due to the solenoid or a stuck valve. The multiplex valve is tested for stuck in default position (P0771, includes SSE stuck off) and stuck in spring compressed position (P0772, includes SSE stuck on) failures. Gear ratio errors: If ratio errors are detected that do not match an expected pattern for a failed solenoid then gear ratio error fault codes (1 st gear P0731, 2 nd gear P0732, 3 rd gear P0733, 4 th gear P0734, 5 th gear P0735 or 6 th gear P0729) will be stored. Ford Motor Company Revision Date: July 30, 2013 Page 230 of 261

231 Torque Converter Clutch The Torque Converter Clutch (TCC) Solenoid output circuit is a duty-cycled output that is checked electrically for open circuit, short circuit to ground, and short circuit to power by monitoring the status of a feedback circuit from the output driver (P0740, P2763, P2764). If the TCC pressure is high and the engine torque is low, the TCC should be fully applied or have a controlled amount of slippage. If the slip exceeds a threshold, a fault is stored (P0741). Pressure Control The Pressure Control solenoid is a variable force solenoid that controls line pressure in the transmission. The Pressure Control solenoid output circuit is a duty-cycled output that is checked electrically for short circuit to ground or short circuit to battery by monitoring the status of a feedback circuit from the output driver (P0962, P0963). Note that the Pressure Control Solenoid failures P0960 and P0963 do not illuminate the MIL because the diagnostic action (maximum line pressure) does not affect emissions. High Side Actuator Control Circuit The TCM has a high side actuator supply control circuit that can be used to remove power from all 7 solenoids and the external Reverse Light Relay simultaneously. If the high side actuator control circuit is deactivated, all 7 solenoids and the external Reverse Light Relay will be electrically turned off, providing Park, Reverse, Neutral, and 3M/5M (in all forward ranges) with maximum line pressure, based on the selected transmission range. The actuator control circuit is tested for open circuits. (P0657). ADLER (chip that controls all 7 solenoids) diagnostics: The solenoids are controlled by an ADLER chip. The main micro sends commanded solenoid states to the ADLER, and receives back solenoid circuit fault information. If communication with the ADLER is lost a P1636 fault code will be stored. If this failure is detected the states of the solenoids are unknown, so the control system will open the high side switch (removes power from all the solenoids), providing P, R, N and 5M with open TCC and max line pressure. TRID Block The TRID block is a portion of flash memory that contains solenoid characterization data tailored to the specific transmission to improve pressure accuracy. The TRID block is monitored for two failures: a) TRID block checksum error / incorrect version of the TRID (P163E) b) TRID block not programmed (P163F) If the TRID block is unavailable FMEM action limits operation to 1 st and 3 rd gear until the issue is correct. Ford Motor Company Revision Date: July 30, 2013 Page 231 of 261

232 Transmission Control Module (TCM Diesel only) The TCM has the same module diagnostics as a PCM see miscellaneous CPU tests. CAN Communications Error The TCM receives information from the ECM via the high speed CAN network. If the CAN link or network fails, the TCM no longer has torque or engine speed information available. The TCM will store a U0073 fault code and will illuminate the MIL immediately (missing engine speed) if the CAN Bus is off. The TCM will store a U0100 fault code and will illuminate the MIL immediately (missing engine speed) if it stops receiving CAN messages from the ECM. A U0401 fault codes will be stored if the ECM sends invalid/faulted information for the following CAN message items: engine torque, pedal position. TCM voltage If the system voltage at the TCM is outside of the specified 9 to 16 volt range, a fault will be stored (P0882, P0883). Ford Motor Company Revision Date: July 30, 2013 Page 232 of 261

233 6F55 (FWD) Transmission Transmission Inputs Transmission Range Sensor The 6F Digital Transmission Range (DTR) sensor provides four digital inputs to the PCM. Unlike the Ford standard digital TRS that has 1 analog and 3 digital inputs, this sensor uses 4 digital inputs, and all switches open (sensor disconnect) is an invalid bit pattern. The PCM decodes these inputs to determine the driver-selected gear position (Park, Rev, Neutral, OD, Low). This input device is checked for all switches open (P0708), invalid input patterns (P0705), and a stuck in transition zone between valid positions (P0706). Select Shift Transmission (SST) Up/Down 6F is picking up SST for 09 MY. This system has two new PCM inputs, an upshift switch and a downshift switch. The switches are built into the shifter (defined as an H-gate in this implementation): Both PCM inputs are open when the shifter is on the left hand side. From Drive as the customer moves the shifter to the right both inputs transition from open to closed (the TRS continues to indicate Drive). The control system enters "Grade Assist Mode" (provides more engine braking but still follows an automatic shift schedule) at this point. If the customer never requests a shift the control system will remain in Grade Assist Mode. The customer requests a shift by pushing the shifter up or down, which opens the appropriate switch. Once the customer requests a shift the control system transitions from Grade Assist Mode to SST. In SST the control system follows the customer's commands except for special conditions (downshifts to the lowest available gear at high pedal, downshifts at low speeds). Diagnostics monitors for either switch closed in Park, Reverse or Neutral, and a failure will result in non-mil P0815 (upshift switch error) or P0816 (downshift switch error) fault codes. If either switch fails open the customer will not be able to enter Grade Mode or SST since both switches must transition from open to closed while in the Drive position to enter SST. If either switch is detected failed Grade Assist Mode and SST are disabled and the control system defaults to Drive (normal automatic shift schedules). Ford Motor Company Revision Date: July 30, 2013 Page 233 of 261

234 Speed Sensors The Turbine Shaft Speed (TSS) sensor and Output Shaft Speed (OSS) sensor are Hall Effect inputs that are checked for rationality. The vehicle speed signal is provided from the ABS system (if present) to the PCM, or is derived from OSS. If the engine rpm is above the torque converter stall speed and engine load is high, it can be inferred that the vehicle must be moving. If there is insufficient output from the VSS sensor (if present), a malfunction is indicated (P0500). If there is insufficient output from the TSS sensor, a malfunction is indicated (P0715). If there is insufficient output from the OSS sensor, a malfunction is indicated (P0720). Transmission Fluid Temperature 6F has a feature called "Cold mode" (1 st implemented in 5R110W in 2003 MY). If TFT is below -20 deg F, the transmission will limit operation to 1 st, 2 nd, 3 rd, and 4 th gears (5 th and 6 th gears are disabled). Cold mode remains in effect until TFT rises above -20 deg F or vehicle operation (based on shift times or heat generated by driving) indicates that TFT should not be in the cold mode range, at which point normal operation is enabled. if TFT is failed at start up the transmission will be placed in cold mode and remain there until TFT is no longer failed and above -20 deg F or the vehicle operating conditions listed above trigger an exit from cold mode. Once out of cold mode a TFT failure will not trigger cold mode (can only go into cold mode once/power-up); this mode is the same as implemented on 5R110W in MY. TFT is monitored for circuit faults (P0712, P0713) and in-range failures (P0711) For this reason all TFT diagnostics illuminate the MIL on 6F. Transmission Outputs Shift Solenoids 6F has 5 shift solenoids: o o o o SSA a Variable Force Solenoid (VFS) that controls CB1234 (a brake clutch, grounds an element to the case, that is on in 1 st, 2 nd, 3 rd and 4 th gear) SSB a VFS that controls C35R (a rotating clutch on in 3 rd, 5 th and Reverse) SSC a VFS that controls CB26 (a brake clutch on in 2 nd and 6 th gear) SSD a VFS that controls either CBLR (a brake clutch on in 1 st gear with engine braking and Reverse) or C456 (a rotating clutch on in 4 th, 5 th and 6 th gear) o SSE an On/Off solenoid that controls the multiplexing of SSD between CBLR and C456. Output circuits are checked for opens, short to ground and short to power faults (codes listed in that order) by the PCM by monitoring the status of a feedback circuit from the output driver (SSA P0750, P0973, P0974; SSB P0755, P0976, P0977; SSC P0760, P0979, P0980; SSD P0765, P0982, P0983; SSE P0770). The shift solenoids are also functional tested for stuck on and stuck off failures. This is determined by vehicle inputs such as gear command, and achieved gear (based on turbine and output speed). In general the shift solenoid malfunction codes actually cover the entire clutch system (solenoid, valves, and the clutch itself since using ratio there is no way to isolate the solenoid from the rest of the clutch system), BUT due to the hydraulic controls arrangement on 6F it is possible to isolate two specific solenoid failures from clutch system faults: Ford Motor Company Revision Date: July 30, 2013 Page 234 of 261

235 a) SSB stuck on from C35R stuck on - due to hydraulic interlock between CBLR and C35R we can isolate SSB stuck on from C35R by turning SSE on in 1 st gear without engine braking (get 1 st if SSB stuck on, get 3 rd if C35R is stuck on) b) SSD stuck off. Since SSD is multiplexed (controls both CBLR and C456) we can isolate CBLR stuck off and C456 stuck off from SSD stuck off since the latter impacts both clutch systems. For SSA thru SSD Diagnostics will isolate the fault into clutch functionally (non-electrical) failed off (SSA P0751, SSB P0756, SSC P0761, SSD P0766) and clutch functionally failed on (SSA: P0752, SSB: P0757, SSC: P0762, SSD: P0767). The On/Off solenoid (SSE) controls the multiplexing of SSD between CBLR and C456 clutches. Using ratio we can determine if the multiplex valve is in the wrong position, but cannot be sure if the failure is due to the solenoid or a stuck valve. The multiplex valve is tested for stuck in default position (P0771, includes SSE stuck off) and stuck in spring compressed position (P0772, includes SSE stuck on) failures. Torque Converter Clutch The Torque Converter Clutch (TCC) solenoid is a Variable Force Solenoid. TCC solenoid circuit is checked electrically for open, short to ground and short to power circuit faults internally in the PCM by monitoring the status of a feedback circuit from the output driver (P0740, P0742, P0744). The TCC solenoid is checked functionally by evaluating torque converter slip under steady state conditions when the torque converter is fully applied. If the slip exceeds the malfunction thresholds when the TCC is commanded on, a TCC malfunction is indicated (P0741). For 6F the TCC is controlled by a 2 valve system - TCC reg apply and TCC control valve. Normally the TCC VFS controls the positions of these valves - turning on the TCC VFS moves both valves from the release to the apply position. If the TCC control valve sticks in the apply position then there will be no flow thru the TCC (both apply and release sides exhausted) when commanded open, which will cause the converter to overheat. A method to detect this failure was designed into the hardware - SSE pressure is routed to the TCC reg apply valve (SSE has no effect on TCC control valve). In 3rd gear or higher if TCC is open SSE can be turned on, moving the TCC reg apply valve to the apply position. If the TCC control valve is in the wrong (apply) position this will cause the TCC to apply. If the TCC applies when SSE is turned on in 3 rd, 4 th, 5 th or 6 th gear while TCC is commanded open (TCC VFS pressure low) the failure will be detected, a P2783 DTC fault code stored. Even though this test only detects failures of the control valve, the FMEM actions alter the shift and TCC lock schedules to keep the TCC applied as much as possible, so this failure has been made MIL. Electronic Pressure Control The EPC solenoid is a variable force solenoid that controls line pressure in the transmission. The EPC solenoid has a feedback circuit in the PCM that monitors EPC current. If the current indicates a short to ground (low pressure), a high side switch will be opened. This switch removes power from all 6 VFSs and the on/off shift solenoid, providing Park, Reverse, Neutral, and 5M (in all forward ranges) with maximum line pressure based on manual lever position. This solenoid is tested for open (P0960), short to ground (P0962), and short to power (P0963) malfunctions. High Side Switch 6F has a high side switch that can be used to remove power from all 7 solenoids simultaneously. If the high side switch is opened, all 7 solenoids will be electrically off, providing Park, Reverse, Neutral, and 5M (in all forward ranges) with maximum line pressure based on manual lever position. The switch is tested for open faults (switch failed closed will provide normal control). If the switch fails, a P0657 fault code will be stored. ADLER (chip that controls all 7 solenoids) diagnostics: The solenoids are controlled by an ADLER chip. The main micro sends commanded solenoid states to the ADLER, and receives back solenoid circuit fault information. Ford Motor Company Revision Date: July 30, 2013 Page 235 of 261

236 If communication with the ADLER is lost a P1636 fault code will be stored. If this failure is detected the states of the solenoids are unknown, so the control system will open the high side switch (removes power from all the solenoids), providing P, R, N and 5M with open TCC and max line pressure. TRID Block The TRID block is a portion of flash memory that contains solenoid characterization data tailored to the specific transmission to improve pressure accuracy. The TRID block is monitored for two failures: TRID block checksum error / incorrect version of the TRID (P163E) TRID block not programmed (P163F) If the TRID block is unavailable FMEM action limits operation to 1 st and 3 rd gear until the issue is correct. Ford Motor Company Revision Date: July 30, 2013 Page 236 of 261

237 6F35 (FWD) Transmission with external PCM or TCM Transmission Inputs Transmission Range Sensor 6F35 uses a Non-contacting Pulse Width Modulated Transmission Range Sensor (TRS) that provides a duty cycle signal for each position. This signal is transmitted at a frequency of 125 Hz. The PCM decodes the duty cycle to determine the driver-selected gear position (Park, Rev, Neutral, OD, 3, 2, 1). This input device is checked for out of range frequency, low duty cycle and high duty cycle input signals. (P0706, P0707, P0708) Select Shift Transmission (SST) Up/Down 6F35 is picking up SST for 10 MY. This system has two new PCM inputs, an upshift switch and a downshift switch. The switches are built into the shifter (defined as an H-gate in this implementation): Both PCM inputs are open when the shifter is on the left hand side. From Drive as the customer moves the shifter to the right both inputs transition from open to closed (the TRS continues to indicate Drive). The control system enters "Grade Assist Mode" (provides more engine braking but still follows an automatic shift schedule) at this point. If the customer never requests a shift the control system will remain in Grade Assist Mode. The customer requests a shift by pushing the shifter up or down, which opens the appropriate switch. Once the customer requests a shift the control system transitions from Grade Assist Mode to SST. In SST the control system follows the customer's commands except for special conditions (downshifts to the lowest available gear at high pedal, downshifts at low speeds). Diagnostics monitors for either switch closed in Park, Reverse or Neutral, and a failure will result in non-mil P0815 (upshift switch error) or P0816 (downshift switch error) fault codes. If either switch fails open the customer will not be able to enter Grade Mode or SST since both switches must transition from open to closed while in the Drive position to enter SST. If either switch is detected failed Grade Assist Mode and SST are disabled and the control system defaults to Drive (normal automatic shift schedules). Ford Motor Company Revision Date: July 30, 2013 Page 237 of 261

238 Speed Sensors The Turbine Shaft Speed (TSS) sensor and Output Shaft Speed (OSS) sensor are Hall Effect inputs that are checked for rationality. The vehicle speed signal is provided from the ABS system (if present) to the PCM, or is derived from OSS. If the engine rpm is above the torque converter stall speed and engine load is high, it can be inferred that the vehicle must be moving. If there is insufficient output from the VSS sensor (if present), a malfunction is indicated (P0500). If there is insufficient output from the TSS sensor, a malfunction is indicated (P0715). If there is insufficient output from the OSS sensor, a malfunction is indicated (P0720). Transmission Fluid Temperature 6F35 has a feature called "Cold mode" (1 st implemented in 5R110W in 2003 MY). If TFT is below -20 deg F, the transmission will limit operation to 1 st, 2 nd, 3 rd, and 4 th gears (5 th and 6 th gears are disabled). Cold mode remains in effect until TFT rises above -20 deg F or vehicle operation (based on shift times or heat generated by driving) indicates that TFT should not be in the cold mode range, at which point normal operation is enabled. if TFT is failed at start up the transmission will be placed in cold mode and remain there until TFT is no longer failed and above -20 deg F or the vehicle operating conditions listed above trigger an exit from cold mode. Once out of cold mode a TFT failure will not trigger cold mode (can only go into cold mode once/power-up); this mode is the same as implemented on 5R110W in MY. TFT is monitored for circuit faults (P0712, P0713) and in-range failures (P0711) For this reason all TFT diagnostics illuminate the MIL on 6F35. Transmission Outputs Shift Solenoids 6F has 5 shift solenoids: a. SSA a Variable Force Solenoid (VFS) that controls CB1234 (a brake clutch, grounds an element to the case, that is on in 1 st, 2 nd, 3 rd and 4 th gear) b. SSB a VFS that controls C35R (a rotating clutch on in 3 rd, 5 th and Reverse) c. SSC a VFS that controls CB26 (a brake clutch on in 2 nd and 6 th gear) d. SSD a VFS that controls either CBLR (a brake clutch on in 1 st gear with engine braking and Reverse) or C456 (a rotating clutch on in 4 th, 5 th and 6 th gear) e. SSE an On/Off solenoid that controls the multiplexing of SSD between CBLR and C456. Output circuits are checked for opens, short to ground and short to power faults (codes listed in that order) by the PCM by monitoring the status of a feedback circuit from the output driver (SSA P0750, P0973, P0974; SSB P0755, P0976, P0977; SSC P0760, P0979, P0980; SSD P0765, P0982, P0983; SSE P0770). The shift solenoids are also functional tested for stuck on and stuck off failures. This is determined by vehicle inputs such as gear command, and achieved gear (based on turbine and output speed). In general the shift solenoid malfunction codes actually cover the entire clutch system (solenoid, valves, and the clutch itself since using ratio there is no way to isolate the solenoid from the rest of the clutch system), BUT due to the hydraulic controls arrangement on 6F it is possible to isolate two specific solenoid failures from clutch system faults: Ford Motor Company Revision Date: July 30, 2013 Page 238 of 261

239 1. SSB stuck on from C35R stuck on - due to hydraulic interlock between CBLR and C35R we can isolate SSB stuck on from C35R by turning SSE on in 1 st gear without engine braking (get 1 st if SSB stuck on, get 3 rd if C35R is stuck on) 2. SSD stuck off. Since SSD is multiplexed (controls both CBLR and C456) we can isolate CBLR stuck off and C456 stuck off from SSD stuck off since the latter impacts both clutch systems. For SSA thru SSD Diagnostics will isolate the fault into clutch functionally (non-electrical) failed off (SSA P0751, SSB P0756, SSC P0761, SSD P0766) and clutch functionally failed on (SSA: P0752, SSB: P0757, SSC: P0762, SSD: P0767). The On/Off solenoid (SSE) controls the multiplexing of SSD between CBLR and C456 clutches. Using ratio we can determine if the multiplex valve is in the wrong position, but cannot be sure if the failure is due to the solenoid or a stuck valve. The multiplex valve is tested for stuck in default position (P0771, includes SSE stuck off) and stuck in spring compressed position (P0772, includes SSE stuck on) failures. Gear ratio errors: If ratio errors are detected that do not match an expected pattern for a failed solenoid then gear ratio error fault codes (1 st gear P0731, 2 nd gear P0732, 3 rd gear P0733, 4 th gear P0734, 5 th gear P0735 or 6 th gear P0729) will be stored. Torque Converter Clutch The Torque Converter Clutch (TCC) solenoid is a Variable Force Solenoid. TCC solenoid circuit is checked electrically for open, short to ground and short to power circuit faults internally in the PCM by monitoring the status of a feedback circuit from the output driver (P0740, P0742, P0744). The TCC solenoid is checked functionally by evaluating torque converter slip under steady state conditions when the torque converter is fully applied. If the slip exceeds the malfunction thresholds when the TCC is commanded on, a TCC malfunction is indicated (P0741). For 6F35 the TCC is controlled by a 2 valve system - TCC reg apply and TCC control valve. Normally the TCC VFS controls the positions of these valves - turning on the TCC VFS moves both valves from the release to the apply position. If the TCC control valve sticks in the apply position then there will be no flow thru the TCC (both apply and release sides exhausted) when commanded open, which will cause the converter to overheat. A method to detect this failure was designed into the hardware - SSE pressure is routed to the TCC reg apply valve (SSE has no effect on TCC control valve). In 3rd gear or higher if TCC is open SSE can be turned on, moving the TCC reg apply valve to the apply position. If the TCC control valve is in the wrong (apply) position this will cause the TCC to apply. If the TCC applies when SSE is turned on in 3 rd, 4 th, 5 th or 6 th gear while TCC is commanded open (TCC VFS pressure low) the failure will be detected, a P2783 DTC fault code stored. Even though this test only detects failures of the control valve, the FMEM actions alter the shift and TCC lock schedules to keep the TCC applied as much as possible, so this failure has been made MIL. Electronic Pressure Control The EPC solenoid is a variable force solenoid that controls line pressure in the transmission. The EPC solenoid has a feedback circuit in the PCM that monitors EPC current. If the current indicates a short to ground (low pressure), a high side switch will be opened. This switch removes power from all 6 VFSs and the on/off shift solenoid, providing Park, Reverse, Neutral, and 5M (in all forward ranges) with maximum line pressure based on manual lever position. This solenoid is tested for open (P0960), short to ground (P0962), and short to power (P0963) malfunctions. Ford Motor Company Revision Date: July 30, 2013 Page 239 of 261

240 High Side Switch 6F35 has a high side switch that can be used to remove power from all 7 solenoids simultaneously. If the high side switch is opened, all 7 solenoids will be electrically off, providing Park, Reverse, Neutral, and 5M (in all forward ranges) with maximum line pressure based on manual lever position. The switch is tested for open faults (switch failed closed will provide normal control). If the switch fails, a P0657 fault code will be stored. ADLER (chip that controls all 7 solenoids) diagnostics: The solenoids are controlled by an ADLER chip. The main micro sends commanded solenoid states to the ADLER, and receives back solenoid circuit fault information. If communication with the ADLER is lost a P1636 fault code will be stored. If this failure is detected the states of the solenoids are unknown, so the control system will open the high side switch (removes power from all the solenoids), providing P, R, N and 5M with open TCC and max line pressure. TRID Block The TRID block is a portion of flash memory that contains solenoid characterization data tailored to the specific transmission to improve pressure accuracy. The TRID block is monitored for two failures: TRID block checksum error / incorrect version of the TRID (P163E) TRID block not programmed (P163F) If the TRID block is unavailable FMEM action limits operation to 1 st and 3 rd gear until the issue is correct. Transmission Control Module (TCM only present on ) The TCM has the same module diagnostics as a PCM see miscellaneous CPU tests. CAN Communications Error The TCM receives information from the ECM via the high speed CAN network. If the CAN link or network fails, the TCM no longer has torque or engine speed information available. The TCM will store a U0073 fault code and will illuminate the MIL immediately (missing engine speed) if the CAN Bus is off. The TCM will store a U0100 fault code and will illuminate the MIL immediately (missing engine speed) if it stops receiving CAN messages from the ECM. A U0401 fault codes will be stored if the ECM sends invalid/faulted information for the following CAN message items: engine torque, pedal position. TCM voltage If the system voltage at the TCM is outside of the specified 9 to 16 volt range, a fault will be stored (P0882, P0883). Ford Motor Company Revision Date: July 30, 2013 Page 240 of 261

241 Auxiliary Transmission Fluid Pump (Stop Start Applications) For Stop Start applications, an Electronic Auxiliary Transmission Oil Pump (epump) has been added to the transmission to allow clutches to stay engaged when the engine stops. The auxiliary pump is an electric external pump bolted to the transmission case. This allows quicker response on restarts since the transmission is ready before the main pump begins outputting pressure. The Electronic Auxiliary Transmission Oil Pump is a smart device the PCM or TCM communicates with the pump via 2 Pulse Width Modulated (PWM) hardwires: PCM or TCM outputs a commanded pump speed to the pump using a PWM signal: Duty Cycle RPM of motor 0-9.9% Reserved for diagnostics Off state rpm (pre-shipment supplier test) 23-90% rpm to 4,000 rpm (linear range of operation) % Reserved for diagnostics Ford Motor Company Revision Date: July 30, 2013 Page 241 of 261